KR890003588B1 - Process and apparatus for compression release engine retarding - Google Patents

Abstract

The normal four cycle power promoting engine operation during the compression release retarding operation of the internal combustion engine is converted to a two cycle operation by invalidating the movement of the moving points of an intake and exhaust valve in the normal engine operation during 2 revolutions of each crank shaft, and by changing the normal open and close timing of the intake and exhaust vlave in order to provide the compression release state with respect to each revolution of the crank shaft during the revolutions of the 2 crank shafts. Process and method are used for compression release retarding of the engine.

Description

Decompression delay method and apparatus of engine

FIG. 1 is a graph showing the valve and fuel injector heads in ordinate and the crank angle in abscissa for ground compaction compression ignition periods using fuel ejectors.

FIG. 2 is a graph similar to FIG. 1 showing a modified valve action in accordance with the present invention, wherein the decompression engine delay is driven from the push tube of the fuel injector and the second decompression phenomenon occurs after the first decompression phenomenon. It occurs after approximately 360 ° crankshaft rotation.

3 is a front view of the crosshead and rocker arm of an exhaust or intake valve of a partial cross section according to the present invention;

4 (a) is an exploded part arrangement diagram of the same ratio with respect to the split exhaust or intake valve rocker arm according to the present invention.

4 (b) is a sectional view of the split exhaust or intake valve rocker arm of FIG. 4 (a).

5 is a schematic view of the apparatus of the present invention showing the arrangement of components required for each engine cylinder.

FIG. 6 is a graph similar to FIG. 2 showing another change in valve action according to the present invention, in which decompression occurs for each cylinder during each rotation of the engine crankshaft.

7 is a schematic diagram of another alternative mechanism that may be used in accordance with the present invention.

* Explanation of symbols for main parts of the drawings

26: valve valve rocker arm 28: exhaust valve cross head

30: guide pin 32: cylinder head

44, 88 piston 48, 70 snap ring

60, 124, 208: Ball check valve 68, 138, 198: Shuttle valve

62, 72, 120, 148, 192, 193: Compression spring 84: 172: Rocker arm axis

112, 276: Solenoid valve 144, 188: Slab piston

158: exhaust valve 162, 190: master piston

168 fuel injector rocker arm 170 push tube

180: suction valve 217: shut-off valve

222, 224, 226: switch 228: diode

248: accumulator

The present invention relates generally to the field of decompression retarders of internal combustion engines. In particular, the present invention relates to a method and apparatus for changing an engine from a normal four-stroke cycle to a two-stroke cycle for a double decompression phenomenon per unit time in an operation delay mode.

Decompressed engine retarders are well known in the art. Such engine retarders are designed to temporarily convert spark or compression ignition internal combustion engines into air compressors to exert a delay horsepower that may be a real part of the operating horsepower exerted by the engine.

The decompression engine delay of the type disclosed in Cummins U.S. Patent No. 3,220,392 uses a hydraulic system in which the movement of the master piston controls the movement of the slab piston, which opens the exhaust valve of the internal combustion engine near the end of the compression stroke. The work used to compress the air does not recover during the "expansion" or "power" stroke, but instead disappears through the vehicle's exhaust and radiator arrangements to cause the vehicle to brake as described in this US patent. The master piston is conventionally driven by a push tube, which is controlled by a cam on the engine cam shaft which is coupled to the injector or exhaust valve of the other cylinder and the fuel injector of the double cylinder.

Other devices can also be used to produce decompression effects. In US Pat. No. 3,367,312 of Jonsson, the exhaust valve is subsequently opened by an independent cam profile formed on the cam of the exhaust valve near the end of the compression stroke and also swings the axis of the rocker arm axis or provides a rocking mechanism on the rocker arm. It works. As can also be found in Cartledge US Pat. No. 3,809,033, the decompression retarder uses a dual action cam and the rocker arm has a lash take-up piston that extends hydraulically.

In US Pat. No. 3,786,792 to Pelizzoni, a system for varying the valve timing for a multi-cylinder engine is disclosed, inter alia, to improve the decompression delay effect. The disclosed apparatus can increase the valve train, for example, by increasing the length of the pushtube or by providing an extension from the rocker arm.

In U.S. Patent No. 3,859,970 of Dreisin, a secondary cam is provided on the camshaft for operating the pump to operate the hydraulic lifter to move the required exhaust or suction valve pushtube.

Another approach for decompression delay is to either lock the exhaust or intake valves, or partially open them all during delay operation. A device designed to achieve this achievement is disclosed in US Pat. No. 3,547,087 to Siegler.

Notwithstanding the various devices disclosed in the prior art, all of these techniques relate to a standard stroke cycle engine which provides one compression stroke per cylinder every two revolutions of the crankshaft and thereby one decompression phenomenon per cylinder.

Since the distribution of the underlying decompression patents included Cummins' U.S. Patent No. 3,220,392, the improvement efforts have improved delay horsepower by improving the timing of the decompression effect (Custer U.S. Patent No. 4,398,510), and slab pistons. To prevent overtravel of the engine (Lass, U.S. Pat.No. 3,405,699), to prevent overpressure in the hydraulic system (Egan, U.S. Pat.No. 4,150,640), to prevent overload of the injector push tube or the shaft (Sickler) U.S. Patent No. 4,271,796) has also increased the delayed intake manifold pressure (Price U.S. Patent No. 4,296,605), however, in each example to produce one decompression per cylinder for every two revolutions of the crankshaft. The engine continues to operate in the standard four-stroke cycle mode.

The object of the present invention is to increase the delay horsepower caused by a standard four cycle internal combustion engine, which is limited to the fact that each cylinder can only have one decompression phenomenon every two revolutions of the crankshaft.

The above object is a multi-cylinder four cycle internal combustion engine having a rotary crankshaft and an engine piston actively connected to the crankshaft for each cylinder in accordance with the present invention and also having intake and exhaust valves for each cylinder. At least with a piston that performs four cycles of down suction stroke, upcoming stroke, down power stroke and up exhaust stroke during each two complete revolutions of the crankshaft in mode with respect to power or fuel in normal operation for engine decompression delay. The process that can be applied to one multi-cylinder engine is that the normal four-cycle power engine operation during the decompression delay of the internal combustion engine is normally performed during the normal operation of the exhaust and intake valves during two crankshaft rotations. In which the movement is rendered incapacitated, thus converting it into two-cycle operation and exhausting Normal, one of the suction valves, waste of time, characterized by that the said second crankshaft rotational change doemeurosseo crankshaft release first compressed for each rotational phenomenon in the service, is solved.

More specifically, during the delayed operation of decompression of the internal combustion engine, the normal compression, power, exhaust and suction stroke of the engine may be controlled by the first forced exhaust, the first forced suction, the forced compression, the second forced exhaust, and the second forced suction. Converted to provide two decompression phenomena rather than one for each two revolutions of the crankshaft.

During the compression disaster delay operation of the engine to achieve the first forced exhaust, the exhaust valve is opened before the piston reaches the top dead center position for the normal compression stroke during its upward movement to obtain the first compression release phenomenon. The valve closes after reaching the top dead center position of the engine piston, opens the intake valve during the downward stroke of the piston to form a first forced suction, and the suction at a substantially next bottom dead center position of the engine piston. To close the valve, disable the exhaust valve at the point of movement during normal operation of the engine during the cycle, and to obtain a second compression decompression at the point of intake valve moving during normal operation of the engine during the cycle. The exhaust valve is substantially opened at the next top dead center position of the engine piston and the second forced Reopen the intake valve during the next downstroke of the piston to obtain, reclose the exhaust valve after the top dead center position of the engine piston, and reclose the intake valve at a substantially next bottom dead center position of the engine piston. Thus, one compression release phenomenon occurs in the one cylinder during each rotation of the crankshaft.

Recognizing that the exhaust stroke of the cylinder exhibits a similar motion to the compression stroke in which air can be compressed, the present inventors provide a device that can automatically achieve this performance by changing the normal action of the intake and exhaust valves. More specifically described below to ensure that the release phenomenon occurs during every revolution of the crankshaft, not two revolutions during braking.

By means of the present invention, an engine with four stroke cycles in the operating power or fuel supply mode is converted to a compressor with a delay in operation or two stroke cycles in the braking mode, thereby doubling the number of decompression phenomena at any given period of time. .

By doubling the number of decompression phenomena per unit time, the total delay horsepower doubles the delay horsepower of engines equipped with standard engine retarders without increasing the load on the engine components.

The engine delay system for carrying out the process of the present invention is provided with means for temporarily disabling the action of the hops and exhaust valves and for operating both the hops and the exhaust valves differently than the continuation of normal operation. Means for operating the intake valve in an abnormally continuous manner include master and slab pistons, whereby existing slab pistons and master pistons of standard retarders are hydraulically interconnected with specific conduits and check or shuttle valves. In addition, an existing master piston or a specific set of master pistons are hydraulically interconnected with the master and slab pistons for each cylinder. Instead, timing can be achieved by actuators and solenoid valves, electronic controls and sensors that are then used at any position of the hydraulic system.

Referring to FIG. 1, each of the curves is a compression ignition standard 4- driven by a push tube driven by the fuel injector, the intake valve and the exhaust valve through the rocker arm and also by a cam driven from the engine crankshaft. It is shown about a cycle internal combustion engine. The camshaft rotates simultaneously with the engine crankshaft but at half the speed of the crankshaft. 1 is a schematic of the valve lift and fuel injector lift with respect to the crankshaft angle over two revolutions (720 °) of the crankshaft.

Curve 10 represents the action of the fuel injector of cylinder NO. 1, the beginning of which is at the end of the compression stroke (540-720 °). The fuel injector is completely settled immediately after the top dead center (T.D.C) position (0 °) of the piston at the beginning of the engine's expansion release (0 to 180 °). As shown in FIG. 1, the fuel injector is completely stable during inflation and exhaust stroke (0 to 360 degrees) and returns to its idle state during the intake stroke (360 to 540 degrees). The initial operation of the second cycle of the fuel injector appears at the rightmost end of FIG.

Curve 12 relates to the exhaust valve of cylinder NO.1. Typically, the exhaust valve begins to open at the distal end of the expansion stroke (0 to 180 degrees), remains open in the exhaust stroke (180 to 360 degrees) and closes during the suction stroke (360 to 540 degrees).

Curve 14 shows the behavior of the intake valve of cylinder NO.1. Typically the intake valve begins to open at the end of the exhaust stroke (180-360 °), remains open during the suction stroke (360-540 °) and closes during the compression stroke (540-720 °). It can be seen here that there are usually overlapping periods of both exhaust and partially open together.

As shown in FIG. 1, the valve overlap slightly exceeds the crank angle of 20 °.

Figure 1 is a graph of the valve lift and fuel injector lift versus the angle of the crankshaft over each two revolutions (720 °) of the crankshaft of the engine.

Curve 16 of FIG. 2 shows the behavior of the exhaust valve of cylinder NO.1, and its initial rise is caused by the fuel injector motion shown by curve 10 of FIG. During the delay mode of operation, the fuel supply is cut off or reduced so that a small amount of fuel is supplied to the engine cylinder or no fuel is supplied at all. For simplicity and clarity of the invention, the modified Jacobs engine retarder is described with reference to only one cylinder of a six cylinder compression ignition engine, which is constituted by a push tube of a fuel injector. Standard Jacobs engine retarders are described, for example, in US Pat. No. 4,271,796 to Sickler et al.

In FIG. 2, there is no part to curve 12 in FIG. 1 by providing a device for temporarily disabling the exhaust valve movement, as described below. At the same time, the suction valve is opened during a normal "expansion" stroke according to curve 18, also referred to as "forced suction" action by the apparatus described below. Curve 24 of FIG. 2 represents the behavior of the fuel injector pushtube of cylinder NO. 3 and is used to ensure the closing of the intake valve as described below, the movement of which is shown by curve 18. Curve 20 in FIG. 2 is indicated by dotted lines to indicate where normal intake valve action (curve 14 in FIG. 1) occurs. This behavior is also essentially suppressed by the Applicant's device for advancing the behavior of the intake valve at a crank angle of approximately 360 °. Instead of opening the normal intake valve (curve 20), Applicant's mechanism allows the exhaust valve to open at a top dead center position (360 °) of the piston so that a second decompression phenomenon is provided previously. It can be seen that the movement of the fuel injector (curve 10 in FIG. 1) opens the exhaust valve near top dead center (0 °) to provide the first decompression phenomenon as shown by curve 16. Since the forced valve valve opening occurs at a crank angle of approximately 0 ° and a crank angle of 360 °, there is a two-compression release per cylinder for the crankshaft every two revolutions.

Curve 21 represents the second opening action of the intake valve, such as "forced suction" on, as first shown in curve 18. As will be explained in more detail below, the second "forced suction" motion is formed by the suction push tube of cylinder NO.1 acting through the suction master piston.

As noted above, in accordance with the applicant's invention, both the exhaust and intake valves need to be temporarily disabled from being operated in their normal manner. 3 illustrates an apparatus for achieving this object through modification of the valve crosshead. Although described below with respect to the crosshead of the exhaust valve, the same structure may be used for the crosshead of the intake valve.

Referring now to FIG. 3, the rocker arm of the exhaust valve is indicated at 26. The crosshead 28 of the exhaust valve is installed for reciprocating motion on the guide pin 30 attached to the cylinder head 32 of the engine. The crosshead 28 forms its own recesses 34 and 36 to receive the stem 38 of the double exhaust valve. Centrally disposed on the upper surface of the crosshead 28 is a cylindrical cavity 42 in which a piston 44 is fitted tightly for reciprocating motion. The piston 44 has a shoulder 46 which is connected by a snap ring seated in a groove 50 formed in the wall of the cavity 42 near its open end. A compression spring 52 is disposed between the bottom of the piston 44 and the bottom of the cavity 42 such that the shoulder 46 of the piston 44 is biased upward in a position adjacent to the snap ring 48. do.

The shank portion 54 of the crosshead generally includes a transportable cavity 56 such that the crosshead 28 can reciprocate with respect to the guide pin 30. The passage 58 communicates between the suction passage 57 formed in the convex 59 and the cavity 42 at the top of the cross head. A bowl check valve 60 is arranged in the cavity 42 at the upper end of the passage 58 and is biased downward by the compression spring 62 lying between the bowl check valve 60 and the bottom of the piston 44. . The block 59 may be attached to the cylinder head 32 by screwing 61. Leakage between the block 59 and the shank 54 can be prevented by a zero ring 63 seated in the block 59.

A blind bore 64 is formed in the crosshead 28 with an opening in communication with the passage 58 in the crosshead shank 54, while the crossbore 66 is a cavity 42, It is interconnected with the outside of the blind bore 64 and the crosshead 28. The shuttle valve 68 is installed for reciprocating motion in the blind bore 64 and is also retained by the capping 70 in the bore 64 and biased towards the snap ring 70 by the compression spring 72. In the inoperative state of the shuttle valve 68, as shown in FIG. 3, the shuttle valve 68 does not inhibit or shut off the crossbore 66. However, as long as hydraulic pressure remains in the passage 58, the fluid moves the shuttle valve 68 against the bias of the compression spring 72 to block the crossbore 66. At the same time, the check valve 60 moves against the bias of the spring 62 to allow the flow of fluid into the cavity 42.

It can be supplied to the crosshead from conduits via conduits 213 and passages 18 as described in more detail with respect to subsequent FIGS. 5 and 7 of a fluid such as lubricant.

In operation, when fluid is supplied into conduit 213 through conduits 211 or 212 (FIGS. 5 and 7) and 58, the fluid also passes through check valve 60 and into the cavity ( 42) move shuttle valve 68 to block crossbore 66. The downward movement of the rocker arm 26 acts on the crosshead 28 because the piston 44 is fixed hydraulically in the top position against the stepping 48. However, if the supply of pressured fluid is interrupted, shuttle valve 68 opens crossbore 66 such that fluid flows out of cavity 42 and through engine sump 104 as described below. I'm going. Under this condition, rocking of the rocker arm 26 causes the piston 44 to reciprocate against the bias of the spring 52 in the cavity 42 without transmitting any movement to the crosshead 28. It can be seen that the crosshead 28 and the exhaust or intake valves are disabled.

Other means of disabling the exhaust valve or the intake valve are shown in FIGS. 4 (a) and 4 (b). This alternative is described with respect to the exhaust valve rocker arm but is equally applicable to the intake valve rocker arm.

4 (b) shows a partial cross sectional view of the modified rocker arm assembly including a push tube cross section 76 and a valve actuating cross section 78. 4 (a) is an exploded view of an arrangement of the modified rocker arm of FIG. 4 (b). Each cross section has bushing bores 80 and 84 so that each cross section is swingable about the rocker arm axis. One end of the rocker arm, such as the valve actuation end 78, is formed bifurcated to form the arm 78, while the push tube cross section 76 has its supplemental arm 76a. Cylindrical chamber 86 is formed in arm 76a to receive piston 88. The piston 78 is biased toward the closed end of the chamber 86 by a compression ring 90 which rests against the snap ring 92 attached to the cylindrical chamber 86. Passage 94 passes between the inner end of chamber 86 and a source of pressurized fluid. The pin 96 is provided coaxially with the piston 88 to face the open end of the chamber 86. A bore 98 is formed in the valve actuating end face 78 so that when the piston 88 is moved toward the open end of the chamber 86 by application of pressure fluid through the passage 94, it engages with the pin 96. do. It can be seen that when the pin 96 is engaged with the bore 98, the two end surfaces 76 and 78 constituting the rocker arm oscillate as one body with the rocker arm axis 84. However, when the pin 96 and the bore 98 are not in engagement, the push tube end face 76 of the rocker arm swings without driving the valve actuation end face 78 of the rocker arm.

Another way to disable the exhaust or intake valves is to provide an eccentric bushing at the pivot point of the rocker arm to elevate the pivot or fulcrum to introduce a bulge in the valve train. Such a device is shown, for example, in US Pat. No. 3,367,312 to Jonsson, which is incorporated by reference in its entirety. As mentioned above, other bullion devices may also be used. See, eg, the entirety of the device in Pelizzoni, US Pat. No. 3,786,792.

For reference, Fig. 5 illustrates an apparatus of the schematic form arranged to enable the applicant's invention to be carried out. The device includes a part that functions as a table-type four-stroke engine retarder, with ancillary elements having twice as much decompression per unit time. Reference numeral 100 denotes a housing suitable for an internal combustion engine, in which the components of the decompressed engine retarder are contained. For example, oil 102 from the sump 104, which may be a crankcase, is sent to the inlet 110 of the solenoid valve 112 installed in the housing 100 via a conduit 106 by a low pressure pump 108. . Low pressure oil 102 is led from solenoid valve 112 via conduit 116 to control cylinder 114. The control valve 118 is fitted into the control cylinder 114 for reciprocation and is biased toward the closed position by the compression spring 120.

The control valve 118 is a ball check valve 124 biased toward the closed position by the compression spring 126 and has a closed inlet passage 122 and an outlet passage 128. When the control valve 118 is in the open state (FIG. 5), the outlet passage 128 is connected to the outlet conduit 130 of the control cylinder in communication with the inlet of the slab bore 132 also formed in the housing 100. . The low pressure oil 102 passing through the solenoid valve 112 enters the control valve cylinder 114 and raises the control valve 118 to the open position. The valve check valve 124 then opens against the bias of the spring 126 to allow the oil 102 to flow into the slab bore 132. Oil from the first outlet 132 of the slab bore 132. 102 flows through conduit 136 and shuttle valve 138 into master bore 140 formed in housing 100. The spring 139 biases the shuttle valve 138 against the solder 141 in the conduit 136 to align the annular portion 143 of the shuttle valve 138 with the conduit 136. Shuttle valve 138 may be hydraulically actuated into conduit 202 due to upward movement of suction master piston 190 as described below. The conduit 142 is in communication with the conduit 136 and the master bore 140 and also located between the slab piston and the suction master of cylinder NO.2 (not shown), as described in more detail below. Similar to the shuttle valve 198 described later).

The slab piston 144 is fitted for reciprocating motion in the slab bore 132. The slab piston 144 is biased upward (as shown in FIG. 5) against the adjustment stop 146 by the compression spring 148 installed therein and acts against the bracket 150 seated in the slab bore 132. The lower end of the slab shift tone 144 performs a reciprocating motion with respect to the cross head 28 provided on the guide pin 30 which is attached to the cylinder head 32 of the internal combustion engine. The cross head 28 in turn acts on the steps of the exhaust valve 158 which is movably seated in the cylinder head 32. The exhaust valve 158 is normally knitted to the closed position (as shown in FIG. 5) by the valve spring 160. Usually, the adjustment stop 146 is closed between the slab piston 144 and the cross head 28 when the exhaust valve 158 is closed, the slab piston 144 is seated against the adjustment stop 146 and the engine is cooled. For example, it is fixed by providing a minimum gap (ie, "lash") that is at least 0.018 inches or more. This gap is designed to be sufficient to control the expansion of the parts making up the exhaust train when the engine is heated to high temperature without opening the exhaust valve 158.

The master piston 162 is installed for reciprocating motion in the master bore 140 and is biased upward by the thin leaf spring 164 (as shown in FIG. 5). The lower end of the master piston 162 is in contact with the adjusting screw device 166, in which the rocker arm 168 of the fuel injector is operated by a push tube 170 driven from an engine camshaft (not shown). . For FIG. 5, if the valve 158 is associated with cylinder NO. 1, the push tube 170 driving the master piston 162 will be associated with the fuel injector of cylinder NO. 1.

The intake valve rocker arm of cylinder NO. 1, shown at 172, is oscillated about the rocker arm axis 174. If rocked in the counterclockwise direction (as shown in FIG. 5), the rocker arm 172 is attached to the top of the cross head 28a installed for reciprocating motion on the guide pin 30 fixed to the engine cylinder head 32. Works. The cross head 28a is in contact with the stem of the double intake valve normally biased to the closed position by the valve spring 182. Above the rocker arm 172 in the housing 100 are the suction master bore 186 and the suction slab bore 184. The slab piston 188 located in the slab bore 184 is biased away from the rocker arm 172 by the compression spring 192 while the master piston 190 located in the master bore 186 is driven by the compression spring 193. Bias toward rocker arm (172). The slab piston 188 and the master piston 190 are placed opposite the rocker arm axis 174 and the downward movement of the slab piston 188 against the bias of the spring 192 opens the intake valve 180. . The upward movement of the suction push tube 173 oscillates the suction rocker arm 172 counterclockwise and also drives the master piston 190 upwards against the bias of the spring 193 to provide oil from the master bore 186. Pump 102).

The suction slab bore 184 and the master bore 186 lead to the slab bore 132 and are interconnected by a conduit 194 having three valves. The first valve of these three valves is a check valve 196 that only permits flow of fluid toward the suction slab bore 184 and the master bore 186 and also when the slab piston 144 is moved to the 촤 down position. The second valve is a shuttle valve 198 at the junction of the conduit 194 and the conduit 142a, the conduit 142a communicating with the master bore 140a associated with the cylinder NO.3. Shuttle valve 198 is in the form of a “hour-glass” and is biased to a closed position by compression spring 200. The third valve is a check valve 199 allowing flow through the conduit 194 only towards the master bore 186.

When the shuttle valve 198 is in the closed or "rest" position, fluid is prevented from flowing through the conduit 194 between the slab bore 184 and the master bore 186. If the application of hydraulic pressure is applied to the conduit 142a due to the movement of the master piston 162a, the shuttle valve 198 presses and moves the spring 200 such that the fluid passing through the conduit 194 reaches the master bore 186. can do.

The second conduit 202 allows fluid from the master bore 186 to flow into the slab bore 132 when the master piston 190 is moved upward by the suction rocker arm 172 and the push tube 173. Directly into the slab bore 132 via a check valve. When conduit 202 is pressurized, shuttle valve 138 also moves to block the flow of fluid in conduit 136.

The third conduit 206 containing the check valve 208 passes between the slab bore 184 and one position of the master bore 186 facing the upper region of the master piston 190, which piston is at rest. When in the flow through conduit 206 is blocked. Check valve 208 flows toward master bore 186. When the master piston 190 is in the rest position, the conduit 210 communicates with the master bore 186 which also faces the upper region of the piston. Conduit 210 is returned to drain 104. As shown in FIG. 5, the master piston 190 has a circumferential annulus 191 in its middle such that when the master piston 190 is in the " up " position, fluid is drawn from the conduit 206. FIG. Flow through drain valve 104 around check valve 208, master piston 190, and conduit 210. The master piston 190 forms a second circumferential annular portion 195 thereunder. The conduit 211 passes between this affected part (when the master piston 190 is in the raised position) and the passage 58 (FIG. 3) of the suction cross head shank 54 whereby oil is transferred to the master piston 190. And flow back through the conduit (215) to the basin (104).

A shutoff valve 217 is disposed in the conduit 211 between the master bore 186 and the conduit 213. It is adjusted to open during the delay mode of operation and to close during the positive power mode. The shutoff valve 217 is conveniently a solenoid valve regulated by a conduit 219 connected to a retarder control circuit or a pressure action acting through the conduit 117 by the pressure in the conduit 116, as described below. It can be a valve. It can be seen that when the oil pressure in the suction cross head is released, the cross head is also released. If it is necessary to use the disassembled rocker arms of FIGS. 4 (a) and 4 (b) instead of using the suction crosshead shown in FIG. 3, the conduit 212 is a passageway into the rocker arm 76. Will communicate with (94).

The slab piston 188 forms a circumferential annular portion 189 in its middle portion. Cross head shank 54 of the slab bore 184 and the exhaust valve crosshead 28 at one point opposite the horn 189 of the slab piston when the slab piston 188 is in the "down" position (FIG. 3). The conduit 212 communicates with each other. If it is necessary to use the disassembled rocker arms of FIGS. 4a and 4 (b) instead of using the exhaust crosshead shown in FIG. 3, then the conduit 212 is a passage in the rocker arm cross section 76. Communicate with (94). When the slab piston 188 is in the rest position, a conduit 214 runs between the slab bore 184 and the sump 104 at one point just below the annulus 189 of the piston.

The electronic control device of the engine retarder includes a vehicle battery 216 grounded to the ground 218. The high temperature terminal of the battery 216 is serially connected to the ground 218 via a coil of the fuse 220, the dash switch 222, the clutch switch 224, the fuel pump switch 226, and the solenoid valve 112. Conduit 219 provides power to shutoff valve 217 when a solenoid shutoff valve is used. The diode 228 is interposed between the solenoid of the solenoid valve 112 and the ground if possible. Switches 222, 224 and 226 are provided to ensure safe operation of the device. The switch 222 is manually adjustable for the vehicle driver to release the entire device. The switch 224 is an automatic switch connected to the vehicle clutch to release the system so that engine stoppages do not occur whenever the clutch is disconnected. The switch 226 is a second automatic switch connected to the fuel system to block or reduce the engine fuel supply when the engine retarder is in operation.

The operation for the device is as follows. When solenoid valve 112 is operated, oil or fluid 102 flows through solenoid valve 112 and enters control valve cylinder 114 such that outlet passage 128 is connected to outlet tube 130. Raise valve 118.

The fluid then fills the slab bore 132 and fills the master piston via the conduit 136 and the shuttle valve 138 in the "rest" or "open" position. Injector push tube 170 of cylinder NO.1 moves upward (curve 10 in FIG. 1) and also drives master piston 162 upwards (figure 5) before top dead center about 500 °. The applied pressure drives the slab piston 144 downward and thereby causes the exhaust valve 158 to form a decompression phenomenon near the top dead center of the piston of the cylinder NO.1 as shown by curve 16 (FIG. 2). To drive. When the slab piston 144 reaches the end of its travel, the piston 144 does not close the opening of the conduit 194 and the continuous movement of the master piston passes through the check valve 196 and the slab piston 188. The fluid enters the slab bore 184 which moves downwards (as shown in FIG. 5). The slab piston 144 then begins to retreat. Continuous retraction of the slab piston 144 may be facilitated by various means. One such means is to provide sufficient clearance between the slab piston 144 and the slab bore 132 so that controlled leakage is provided. Another approach is to provide a micro orifice in the head of the slab piston 144 to provide controlled leakage. As a third strategy, a hydraulic pressure correction device described in Cavanagh's US Pat. No. 4,399,787 can also be used. In this third strategy, the hydraulic pressure correcting device is replaced with the adjustment screw oil 146. Downward movement of the suction slab piston 188 relative to the cross head 28a opens the suction valve 180. (Curve 18 in FIG. 2). (Note: The bottom end of the suction slab piston 188 is grooved to clarify the rocker arm 172). At the same time the annulus 189 of the slab piston 188 begins to align with the conduits 212 and 214 so that the hydraulic pressure in the exhaust cross head 28 (FIG. 3) is released. When this occurs, the shift tone 44 (FIG. 3) can reciprocate with respect to the cross head 28 without moving the cross head, thereby temporarily disabling normal exhaust valve movement. (Curve 12 in FIG. 1 showing the normal movement of the exhaust valve is not shown in FIG. 2). Normal leakage causes the slab piston 188 to retract.

At crank rotation of about 190 °, fuel injector push tube 170a of cylinder NO. 3 is activated. Push tube 170a moves rocker arm 168a and its adjustment screw 166a such that master piston 162a is driven upwards in master bore 14a and pressurized conduit 142a. Pressure in conduit 142a causes shuttle valve 198 to move downward against bias of spring 200 such that fluid flows from conduit 194 to master bore 186 and conduit 202 to bore 132. do. As described above, the relief flow through the slab piston 144 causes the slab piston 188 to move upward and the intake valve is closed at a crank rotation angle of approximately 240 ° as shown in FIG. Be sure to

If a faster closing of the intake valve is desired, the conduit 142a may be connected directly to the master bore 140a, instead of the master bore 186 being aligned with the intake push tube 173 of cylinder NO.1. In the same way it is also directly connected to the master bore aligned with the exhaust push tube of cylinder NO.1. This provides a trigger impulse with a crank advancing angle of about 60 ° of curve 24 as shown by curve 27 in FIG. Curve 27 represents the motion that results in curve 12 in FIG. 1 except that exhaust valve 158 is disabled. As the intake valve 180 is closed, the conduit 212 is also closed and the exhaust valve movement is normally operated by the oil supplied from the low pressure oil pump 108 to the exhaust valve crosshead 28 via the conduit 213. Return to. Normal movement of the suction push tube 173 oscillates the rocker arm 172 counterclockwise at a crank rotation of about 34 ° and also drives the master piston 190 upwards (check valve 199 is a passage 194). This prevents the fluid from flowing back through the conduit 202 and also forces the shuttle valve 138 upward and shuts the fluid through the check valve 204 to shut off the conduit 136. Passed through bore 132 and slab piston 144 is moved downward to reopen exhaust valve 158 (curve 22 in FIG. 2).

Retraction of the master piston 162 as shown by curve 10 in FIG. 1 causes the exhaust valve 158 to close after a second decompression occurs. As the suction master piston 190 is moved upwards, the lower annulus 195 of the piston is aligned with the conduit 211 and the drainage tank 104 through the conduit 215 through which the suction cross head 28a is rendered inoperative. ), The intake valve 180 becomes inactive.

When the slab piston 144 reaches the bottom in its motion, fluid flows back to the slab bore 184 via the check valve 196 and conduit 194. At this time the slab piston 188 is in its top position but the master piston 190 is still moving upwards. As such, excess fluid forces the slab piston 188 downward to perform a second "forced suction" as indicated by curve 21 in FIG. Then, when master piston 190 reaches its highest value, interlude 206 is connected to conduit 210 via annulus 191 to direct fluid to drain 104. Release of the fluid causes the slab piston 188 to retract and also allow the intake valve to close at a crank rotation angle of about 540 °.

It can be seen that the cycle of operation described above will be repeated when the fuel injector pushtube 170 of cylinder NO.1 is operated again, just before the crankshaft rotation of 720 °. Ideally, the exhaust valve opening needed for decompression occurs very quickly and also occurs at the top dead center of the engine piston. As soon as the gas pressure in the cylinder is released, the exhaust valve must be closed. However, opening and closing of the exhaust valve is typically made near 40 ° before top dead center, while closing of the exhaust valve is after decompression phenomena because of the limited time required to open and close the valve and to operate the hydraulic and mechanical parts of the device. It starts around 20 ° after top dead center. The optimum opening and closing time of the exhaust and intake valves is also a function of the engine speed and the dynamic stiffness of the components of the valve train. Thus, if the valve action is defined here as a specific crank angular position, it can be seen that the action actually occurs at ± 10 ° or more from that particular position. Furthermore, it can be seen that the decompression opening the exhaust valve spans a crank rotation angle of about 60 ° including the top dead center position of the engine piston, while this action occurs substantially at the top dead center position of the piston. Similarly, if the intake valve is substantially closed at the bottom dead center position of the piston, the valve movement has occurred at a crank angle of ± 30 ° of the precise bottom dead center position of the piston. As a result, it can be seen that the intake valve starts to open at a crank angle of about 60 ° before the exhaust valve is closed.

As shown in FIG. 5, the retarder of cylinder NO. 1 is interconnected with the devices of cylinders NO. 2 and NO. 3, the movement of the ejector of cylinder NO. 1 supplies fuel to cylinder NO. (Via conduit 142) is also supplied by cylinder NO. 3 (from conduit 142a). The interrelationship of the six cylinder engine retarder with ignition sequence of 1, 5, 6, 2, 4 Table 1 below.

Table 1

It is clear from Table 1 that cylinders NO. 1, 2 and 3 are interconnected as cylinders NO. 4, 5 and 6. In six-cylinder engines, the cylinders are grouped into separate housings, each containing two or three cylinders, but are typically arranged in line. When cylinders 1, 2 and 3 are in the housing, it can be seen that the respective sets of interconnecting conduits shown in FIG. 5 are coupled into the housing 100. It can be seen that separate solenoid valve 112 and control valve 118 can be used for each cylinder as shown by FIG. However, in some cases one solenoid valve 112 and two control valves 118 may be used to operate a decompression device coupled to two cylinders, or one solenoid valve and three control valves may provide a more flexible retarder. The three cylinders may also be operated.

The technique starts with the foundation of a six-cylinder engine where the delay hydraulics are driven by the push tube of the fuel ejector, and the present invention also allows the retarder to be applied equally to a device driven by the push tube of the exhaust valve, for example. Able to know. Similarly, it will be appreciated that the present invention may be applied only to, for example, 4 or 8, or other cylinder engines, where only dedicated push tubes or cams are screened to provide hydraulic pulses at the appropriate time.

As shown in FIGS. 3 to 5, the apparatus of the present invention is essentially used for hydraulic or mechanical elements except for solenoid valve 112. It is believed that some functions controlled by hydraulic or mechanical means can be controlled by electrical or electronic means. Such a modification is shown in FIG. 7 by making the same parts in FIG. 7 and FIG. 3 to FIG.

Referring to FIG. 7, the low pressure hydraulic device including the sump 104, the solenoid valve 112, and the control circuits 216 to 228, the control cylinder 114, and the valve 118 is illustrated in FIG. 5. Is the same as Similarly, each cylinder of the engine is a master piston 162, 162b, master bore 140, 140b driven by injector pushtubes 170, 170b via rocker arms 168, 168b. ), And an adjustment Skuryu apparatus 166, 166b. The enclosed, exhaust valve 158 and intake valve 180 are connected to the disassembled rocker arm by the cross heads 28 and 28a of the third degree type or of the type illustrated in Figures 4a and 4b. Can be operated by

According to an alternative form of the invention, the slab piston for operating the cross heads of the exhaust and intake valves is a solenoid mechanism which is hydraulic or actuated by electrical signals from the timing controller as described in more detail below. As the exhaust and intake valves of this alternative configuration are actuated by electrical signals, the timing and duration are precisely set by the electronic control, the mechanical components are singulated and the delay horsepower exerted by the engine Is maximized.

FIG. 6 is a graph slightly similar to FIG. 2, in which time decompression occurs in the movement of the exhaust and intake valves during two revolutions of the crankshaft at approximately 0 ° and 360 ° of crankshaft rotation according to another form of the invention. To indicate. Curve 17 shows the movement of the exhaust valve 158 forming a first decompression phenomenon when the piston of cylinder NO.1 is near the top dead center position along the normal compression release of the engine. Curve 17 repeats again near 720 ° of crank rotation, indicating the beginning of the second cycle of operation in the apparatus. Curve 19 represents the first forced opening of the intake valve 180, which occurs similarly to FIG. 2 at about 240 ° or more before the normal opening of the intake valve. Normal opening of the suction valve shown by the dotted curve 20 is suppressed by this apparatus. Curve 23 represents the second forced opening of the exhaust valve 158 at about 360 ° of crankshaft rotation while curve 25 represents the second forced opening of the intake valve 180 at about 380 ° of crankshaft rotation. Two forced suction phenomena ensure that the maximum charge of air is introduced into the cylinder during each crankshaft rotation to maximize the power lost during each decompression phenomenon. Additional means used to achieve this result are described in connection with FIG.

As shown in FIG. 7, sensor 230 is directed towards engine flywheel 232 to detect a timing mark associated with, for example, the top dead center (TDC) position of piston of cylinder NO. 1. The sensor 230 emits an electrical signal introduced into the electronic controller 234 via the inductive conductor 236 in a known format. In addition, the timing signal may be formed by a sensor 238 that is sensitive to the movement of one master piston, for example a master piston 162b driven by a push tube 170b coupled with a fuel injector of cylinder NO.4. . Push tube 170b drives rocker arm 168b and adjustment screw device 166b and from there drive master piston 162b. The signal from the sensor 238 is sent to the control device 234 by the inductive lead 240.

Low pressure fluid 102 from solenoid valve 112 and control valve 118 goes directly to master bores 140 and 140b via check valves 244 and 246 by conduit 242.

Master bore 140b communicates with high pressure accumulator 248 via conduit 242 and check valve 252 while master bore 140 communicates through conduits 242 and 254 and check valve 256. Communicates with the accumulator 248. At any time with solenoid valve 112 open, low pressure fluid 102 will flow through conduit 242 toward check valves 244 and 246. Low pressure fluid flows through check valves 244, 246 and conduits 242, 250 and bores 140 and 140b. The movement of the injector pushtubes 170, 170b periodically forces the fluid 102 from the master bores 140, 140b into the high pressure accumulator 248 to provide a reservoir of high pressure fluid.

An interlude 258 comprising a three-way solenoid valve 260 passes between the high pressure accumulator 248 and the slab bore 262 lying on the exhaust valve cross head 28. The slab piston 264 is provided with a grooved extension 266 installed for reciprocating motion in the slab bore 262 and adapted to receive the exhaust valve cross head 28. Conduit 268 is returned to sump 104 and is interconnected with conduit 258 whenever the three-way solenoid valve 260 is not acting. Solenoid valve 260 is actuated via conduit 270 from electronic controller 234. When solenoid valve 260 is actuated, high pressure fluid flow is sent from accumulator 248 into slab bore 262 to open slab piston 264 to open exhaust valve 158.

Exhaust valve cross head 28 (FIG. 3) receives low pressure fluid through conduits 213 and 212. FIG. As shown in FIG. 7, conduits 212 and 213 communicate with a three-way solenoid valve 272 actuated by control device 234 via leads 274. Conduit 214 passes between solenoid valve 272 and bath tub 104. Whenever solenoid valve 272 is actuated, the fluid pressure in crosshead 28 is released and normal operation of exhaust valve 158 by the rocker arm is rescued by the apparatus of FIG. As noted above, the exhaust valve 158 can be alternately suppressed or disabled by the use of a disassembled rocker arm mechanism as shown in FIGS. 4 (a) and 4 (b). It can be seen that the extension 266 of the slab piston 264 acts directly on the cross head 28 to actuate the exhaust valve 158 even when the rocker arm 26 is inhibited from doing so.

Like the exhaust crosshead 28, the intake crosshead 28a may supply a low pressure fluid field through the conduits 213 and 211. Conduits 211 and 213 are also in communication with a three-way solenoid valve 276 actuated by control device 234 via leads 278. There is a conduit 215 between the solenoid valve 276 and the sump 104. Like the solenoid valve 272 mentioned above, the solenoid valve 276 supplies a low pressure fluid to the suction crosshead 28a shown in FIG. 3 when it is inoperable, or the suction rocker arm 172 has a fourth (a) degree. And 4 (b). When solenoid valve 276 is actuated, fluid in the crosshead or rocker arm is lost through conduit 215 to drain 104 and the crosshead or rocker arm is disabled.

As shown in FIG. 7, when a solenoid 280 having a large force is installed on the suction crosshead 28a and activated, it is applied to open the suction valve 180. Solenoid 280 is actuated via lead 282 by controller 234. As the solenoid 280 acts directly on the body of the suction crosshead 28a, the intake valve 280 can be opened even when the crosshead 28a is disabled so that the rocker arm 172 does not operate the valve. . It can be seen that the hydraulic pulse device illustrated in FIG. 7 with respect to the exhaust valve 258 can also be used to operate the intake valve 180 in place of the solenoid device described above.

Whenever the exhaust valve 158 is opened for the decompression phenomenon, it can be seen that the force required to open the valve is the sum of the force required to compress the valve spring and the force required to overcome the pressure in the cylinder. The intake valve 180, however, only opens when the cylinder pressure is low (eg approximately atmospheric pressure) and therefore a relatively low pressure is required. If a solenoid mechanism is to be used to open the exhaust valve 158, it will be necessary to use a force expanding mechanism such as a pour lever to provide the necessary force. The most commonly used ignition sequence for six-cylinder engines is 1, 5, 3, 6, 2 and 4. This order may optionally change the corresponding crank measured from top dead center to position, as shown in Table 2 below.

TABLE 2

In the diagram of FIG. 6, several solenoids are sometimes operated according to the schedule in Table 3 below to provide two compression releases per cylinder for each two crank revolution.

TABLE 3

In Fig. 7, the cylinder No. The movements of the master pistons 162 and 162b of 1 and 4 are closely related to each other because the injector push tube 176b for driving the master piston 162b operates at 120 ° in front of the TDC position of cylinder No. 1. This is noted. Therefore, the master piston 162b of the cylinder No. 4 is made into the cylinder No. It is possible to supply the high pressure fluid required to perform the first first decompression phenomenon. Cylinder No. The normal movement of the exhaust push rod of 1 may fill the accumulator 248 for the second decompression phenomenon indicated by the curve 23 in FIG. The interrelationships of all the cylinders of a six-cylinder engine with the ignition order of 1, 5, 3, 6, 2, 4, 1 are shown in Table 4 below.

TABLE 4

The operation of the device shown in FIG. 7 is evident from Tables 3 and 6. At approximately 40 ° before top dead center, the control device 234 operates the solenoid 260 to form the first decompression phenomenon (curve 17 in FIG. 6) and to accumulate the accumulator 248 to open the exhaust valve 158. Hydraulic pulses from activate slab piston 264. Solenoid 260 is shut off at about 20 ° after top dead center to allow the exhaust valve to close as shown by curve 17 in FIG. The normal movement of the exhaust valve 158 becomes at least inactive for a period of 410 ° after top dead center from 110 ° after top dead center by actuating the solenoid valve 272 to reduce the exhaust cross head or rocker arm. If desired, the exhaust crosshead may be disabled during the full operation of the decompression delay.

As shown by curve 19 in FIG. 6, the first forced suction movement is achieved by activating solenoid 280 at about 30 ° after top dead center and by inactivating solenoid 280 at about 180 Hz after top dead center. In this way, the intake valve 180 is opened and closed, respectively. Normal movement of the intake valve 180 is at least suppressed for a period of 260 ° -580 ° after top dead center by activating the solenoid valve 276 to cause the suction crosshead or rocker arm to be sensitized. If desired, the suction crosshead may be disabled for the entire operating period of the decompression delay.

The second decompression phenomenon occurs at about 360 ° after top dead center which activates the solenoid valve 260 during 320 ° to 380 ° cycles after the top dead center to open and close the exhaust valve 158 as shown by curve 25 in FIG. Occurs.

The second forced suction movement is achieved by activating the solenoid 280 during the period of 380 ° to 530 ° after the top dead center, as shown by curve 25 of FIG. 6, whereby the suction valve 180 is opened and closed, respectively. The second forced suction is designed to ensure that enough air is received to maximize the next decompression phenomenon.

Since the apparatus of FIG. 7 is under the influence of the electronic control device 234, it can be seen that the electronic control pulse can be changed as desired to maximize the performance of the system regardless of the limiting factors resulting from the mechanical limits. . In particular, the valve ties can vary as a function of engine speed to optimize the delay horsepower exerted by the engine. Table 4 illustrates the interrelationship of the cylinders of a six-cylinder engine with ignition sequences 1, 5, 3, 6, 2, 4, 1, with a single accumulator 248 provided for each cylinder. In the scope of the present invention, only one or two accumulators are used for a six-cylinder engine, which minimizes the number of parts required. In addition, the decompression of some cylinders is sometimes released to achieve progressive levels of delay horsepower.

As described in FIG. 7, the present invention has been described with respect to a six-cylinder engine with a particular ignition order, but it is equally applicable to engines with four, eight or other cylinders. In addition, while the decompression delay driven by the injector pushtube has been described above, the invention is also applicable to a delay driven by other suitable pushtubes.

As mentioned by way of example only for the purpose of illustrating the present invention, it is apparent that it can be changed as many without departing from the technical scope of the present invention.

Claims (12)

Two complete crankshafts of each crankshaft in the normal operating power promotion or fuel supply mode, with a rotatable crankshaft and an engine piston for each cylinder operatively connected to the shaft, as well as a hop and exhaust valve for each cylinder. In at least one cylinder of a multi-cylinder four-cycle internal combustion engine where the piston performs four cycles of downward intake stroke, upward compression stroke, downward power stroke and upward exhaust stroke, the intake and exhaust valves are provided during two revolutions of each crankshaft. By changing the normal opening and closing times of the intake and exhaust valves, in order to provide decompression for each rotation of the crankshaft during the two crankshaft rotations, by disabling the movement at the moving points during normal engine operation. Four-cycle power-promoting engine during decompression delay of internal combustion engine Decompression delay method characterized in that the operation is converted to a two-cycle operation. The method of claim 1, wherein during the decompression delay operation of the internal combustion engine, normal compression, power, exhaust, and suction stroke in the power promotion mode of the engine is performed by the first forced exhaust, the first forced suction, the forced compression, and the second forced exhaust. And a second forced inhalation. 3. The top dead center position of the normal compression stroke as set forth in claim 1 or 2, during the decompression delay operation of the engine for achieving the first forced exhaust, the piston in the upward motion to form a first decompression delay phenomenon. Initiate opening of the exhaust valve before reaching the engine, Close the exhaust valve after the top dead center position of the engine piston, Open the intake valve during the next downstroke of the piston to form a first forced suction, and Close the intake valve at the next bottom dead center position of the piston, disable the movement of the exhaust valve at the point of moving the exhaust valve along the cycle during normal operation of the engine, and move the intake valve to the top of the engine. Incapacitating the movement of the intake valve at the point of movement according to the cycle during operation, and forming a second decompression delay phenomenon. Generally re-open the exhaust valve at the next top dead center position of the engine piston to reopen, reopen the intake valve during the next downward stroke of the piston to form a second forced intake, and top dead center position of the engine piston Later closing the exhaust valve and reclosing the intake valve at a generally bottom dead center position of the engine piston, so that a decompression phenomenon is formed during each rotation of the crankshaft in the first cylinder. Delay method. The method of claim 3, wherein the first opening movement of the exhaust valve is about 40 degrees before the top dead center, the first closing phenomenon of the exhaust valve is completed at about 180 degrees after the top dead center, and the first opening movement is about 10 degrees before the top dead center of the intake valve. °, the first closing phenomenon of the intake valve is completed at about 210 ° after the top dead center, the second opening movement of the exhaust valve is about 350 ° after the top dead center, and the second closing phenomenon of the exhaust valve is completed at about 450 ° after the top dead center. And the second opening movement of the suction valve is about 370 ° after the top dead center, and the second closing phenomenon of the suction valve is completed at about 540 ° after the three dead points. 5. The method of claim 4, wherein movement at the point at which the exhaust valve moves in a cycle during normal power acceleration operation of the engine for at least about 130 degrees after top dead center to about 370 degrees after top dead center is rendered ineffective, and the intake valve Wherein the movement at the point of motion in the cycle during normal operation of the engine is disabled for at least about 340 ° after top dead center to about 580 ° after top dead center. The method of claim 3, wherein the first opening movement of the exhaust valve is about 40 degrees before the top dead center, the first closing phenomenon of the exhaust valve is completed at about 90 degrees after the top dead center, and the first opening movement of the intake valve is about 30 degrees after the top dead center. °, the first closing phenomenon of the intake valve is completed at about 180 ° after the top dead center, the second opening movement of the exhaust valve is about 300 ° after the top dead center, and the second closing phenomenon of the exhaust valve is completed at about 450 ° after the top dead center And the second opening movement of the intake valve is about 380 ° after the top dead center and the second closing phenomenon of the intake valve is completed at about 540 ° after the top dead center. 7. The method of claim 6, wherein movement at the point at which the exhaust valve moves in a cycle during normal operation of the engine for at least about 130 ° after top dead center to about 370 ° after top dead center is rendered inactive and the intake valve is at least about after top dead center. A decompression delay method characterized in that movement at a point of motion in a cycle during normal operation of the engine is disabled for a period from 340 ° to about 580 ° after top dead center. A crankshaft and a camshaft synchronously driven with the crankshaft, an engine piston operatively connected to the crankshaft, a hop for each cylinder of the engine, exhaust valve means, first and second pushtubes driven from the camshaft, A multi-cylinder four-cycle internal combustion engine having a fluid supply means and a fluid actuated first piston operatively coupled to the exhaust valve means to open the exhaust valve means, wherein the first push tube 170 is provided by the first push tube 170. The second piston 162, operatively and fluidly interconnected with the fluid sources 102, 104, is operated during normal power acceleration of the engine to create a first decompression phenomenon. The exhaust valve means 158 is opened during the upstroke of the engine coupled with the exhaust valve means corresponding to the compression stroke, and the first means 58, 66, 68, 104 or 88, 90, 94 Way Easily sensitive to the hydraulic fluid supplied by the fluid supply means, adapted to disable the normal operation of the second means 58, 66, 68, 104 or 88, 90, 94 is the normal A third piston 184 is coupled with the intake valve means 180 to easily sense the hydraulic pressure supplied by the fluid supply means, applied to disable the operation, and open the intake valve means at a predetermined time. It is also fluidly interconnected with the first piston 144 and the second piston 162, and is operated by the second push tube 170a and also the first piston 144, the second piston 162 The fourth piston 162a fluidly interconnected with the third piston 184 is coupled with the exhaust valve means 158 corresponding to its exhaust stroke during normal operation of the engine to form a second decompression phenomenon. Exhaust valve during upstroke of engine piston By actuating the first piston 144 to open the means and then actuating the third piston to open the suction valve means so that one compression release phenomenon is formed in each cylinder during each rotation of the crankshaft. Configured gas decompression engine retarder. The device 132 according to claim 8, wherein the means 132 in the apparatus, before the operation of the first means adapted to open the exhaust valve means under the control of the second piston 162 and also to disable the exhaust valve means. 144 closes the exhaust valve means after the top dead center position of the engine piston, and acts to open the intake valve during the next downward stroke of the piston to form a first forced suction in the means 189, and Means 162a performs an action to close the intake valve at the next lower dead center position of the engine piston, and then the movement at the point where the exhaust valve moves within the cycle during normal operation of the engine; An engine retarder, characterized in that the first means is disabled. 10. The engine according to claim 9, wherein the second means disables the normal operation of the intake valve means, and then the exhaust valve means is subjected to the next superiority of the engine piston to form the second decompression delay phenomenon under the control of the first piston. An engine delay device, characterized in that reopening is initiated at a point position and then a similar operational cycle occurs as occurs after the first decompression delay phenomenon. A crank shaft and a cam shaft driven simultaneously with the shaft, an engine piston means coupled to the crank shaft, a hop coupled to each cylinder of the engine, an exhaust valve means, driven from the cam shaft and coupled to each of the exhaust valves. A first piston means coupled with the exhaust valve means for opening and closing the push tube means, the fluid supply means, the exhaust valve means, and the push tube means and are operated by the first piston means and the fluid supply means. In a multi-cylinder four-cycle internal combustion engine having second piston means fluidly interconnected thereto, the hydraulic accumulator means 248 is adapted to receive fluid pressurized by the second piston means 162. Interposed between the first piston means 264 and the second piston means 162, the first solenoid valve means 260 is the accumulator means 248 and the first piston Interposed between stages, hydraulically actuated exhaust valve means 58, 66, 68, 104 or 88, 90, 94 are supplemented by the fluid supply means, and a second solenoid valve means 272 is provided with the fluid supply means. And a third piston means are coupled to the intake valve means 180 to open and close the intake valve means, and the solenoid means 280 is connected to the third piston means. Interconnected with the fluid supply means, and a fluid solenoid means (58, 66, 68, 104 or 88, 90, 94) is supplemented by the fluid supply means, and a third solenoid valve means (276) is connected with the fluid supply means. The first check valve means 256 is interposed between the accumulator 248 and the second piston means 162, and the second check valve means 244 communicates with the fluid. Interposed between the means and the second piston means, and the sensitive means 230 or 238. A gas compression configured by easily sensing the position of the crankshaft and in which an electronic control means 234 is in electrical communication with the sensor means, the first, second and third solenoid valve means and the solenoid means. Retractable engine retarder. 12. In accordance with claim 11, in place of solenoid means, a fourth solenoid valve means is interposed between the accumulator means and the third piston means so that the sensitive means is provided with the sensor means and the first, second, third and And an engine delay device in electrical communication with the fourth solenoid means.

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