RU2479735C1 - Device and methods for overrunning - Google Patents

Abstract

FIELD: engines and pumps.

SUBSTANCE: invention may be used in ICE to change from normal operating conditions 20 to overrunning 10. Proposed device comprises actuator with braking piston integrated in exhaust valve mechanism, gap adjustment mechanism and adjustment fluid feed controller. Actuator has idle and working positions. In idle, braking piston is pulled in to make a gap between exhaust valve and cam to get disengaged from normal operating conditions. In operating conditions, braking piston extends to open exhaust vale for overrunning. Aforesaid gap adjustment mechanism adjusts aforesaid gap. Adjusting fluid feed controller serves to displace aforesaid actuator between idle and operating conditions. Invention covers method of changing from normal operating conditions to overrunning.

EFFECT: faster operation, simplified design and higher reliability.

20 cl, 68 dwg

Description

FIELD OF TECHNOLOGY

The present invention generally relates to braking by an internal combustion engine, and in particular, to engine braking devices and methods.

BACKGROUND

The use of an internal combustion engine as a means of braking due to the temporary transition of the engine to a compressor is known in the art. It is also known that such a conversion can be performed by cutting off the fuel supply and opening the exhaust valve (s) at or near the end of the compression stroke of the engine piston. By allowing the release of compressed gas (typically air) to be released, the energy absorbed by the engine to compress the gas during the compression stroke is not returned to the engine piston during the subsequent expansion stroke or stroke, but is dissipated through the exhaust and cooling systems of the engine. The end result is effective engine braking.

A motor brake is required for an internal combustion engine, in particular for a compression ignition engine, also known as a diesel engine. Such an engine practically does not offer braking when it rotates through the drive shaft by inertia and the mass of the vehicle moving forward. With the development of vehicle technologies, their traction increases, while rolling resistance and aerodynamic drag are simultaneously reduced. Accordingly, there is a great need for braking for a vehicle driven by a diesel engine. Although a vehicle’s conventional drum or disc wheel brakes can absorb large amounts of energy in a short period of time, reusing them, for example, when operating in hilly terrain, can lead to overheating and damage to the brake. The use of a motor brake should significantly reduce the use of wheel brakes, minimize their wear and eliminate the risk of accidents resulting from damage to the brake.

There is also a need for using a motor brake when shifting gears in a vehicle gearbox. This is probably an even more important aspect in commercial vehicles, such as trucks and buses, which are most often equipped with automatic or semi-automatic gearboxes. Such gearboxes can be similar to traditional manual gearboxes, the difference being that the gear shift is performed by the control device, and not manually by the driver. In order to reduce the loss of engine power during a gear shift to a higher gear, the advantage is that the engine speed can be matched to the new gear ratio as quickly as possible. It is known to selectively engage a motor brake during a gear shift to a higher gear when certain operating parameters are obtained in order to achieve a rapid reduction in engine speed during the gear shift process.

Various types of motor brakes are available. Typically, engine braking operation is achieved by adding an auxiliary engine valve cycle, called an engine braking cycle, to a normal engine valve cycle. Depending on how the stroke of the engine valve is formed, the engine brake can be set as follows:

(a) Type I motor brake - the engine braking cycle is formed by transferring movements from an adjacent cam, which forms the so-called Jacobs brake;

(b) Type II motor brake - the engine braking cycle is formed by changing the existing cam profile, which generates the motor brake due to idling;

(c) Type III motor brake - an engine braking cycle is generated by using a dedicated cam to brake by an engine that generates a brake by a dedicated cam (rocker arm);

(d) Type IV engine brake — An engine braking cycle is generated by modifying an existing engine valve lift, which typically generates a pumped motor brake;

(e) Type V engine brake — An engine braking cycle is generated by using a dedicated valve mechanism to brake the engine, which generates a motor brake by a dedicated valve (fifth valve).

The motor brake can also be divided into two large categories, i.e. engine brake with pressure relief (CREB) and engine brake with bleeding (BTEB).

Pressure relief motor brakes open the exhaust valve (s) at or near the end of the compression stroke of the engine piston (also known as top dead center or TDC). They typically include hydraulic circuits for transferring mechanical input to the outlet valve (s) that must be open. Such hydraulic circuits typically include a driving piston that reciprocates in the channel for the driving piston by mechanical drive from the engine. The working fluid in the circuit transmits the movement of the master piston to the driven piston, which in turn reciprocates in the channel for the driven piston in response to the flow of the working fluid in the circuit. The driven piston acts directly or indirectly on the exhaust valve (s), which must be open during engine braking.

An example of a prior art CREB is disclosed in US Pat. No. 3,220,392, which is incorporated herein by reference. Patent-based engine braking systems have enjoyed great commercial success. Nevertheless, the engine braking system of the prior art is an additional auxiliary device that is installed on top of the entire system. In order to provide space for mounting the brake system, the gasket can be placed between the cylinder head and the valve cover, which is bolted through the gasket. This arrangement can add excess height, weight and cost to the engine. Many of the above problems arise from considering the braking system as an auxiliary device to the engine, and not as part of the engine itself.

There is a need for design systems that reduce the weight, size and cost of engine braking systems and improve the interdependence of various auxiliary equipment, such as a turbocharger and a mountain brake with a retardation system. In addition, the market for pressure-relief motor brakes has shifted from the parts market to original equipment manufacturers. Engine manufacturers are more willing to make structural modifications to their engines that can improve performance and reliability, as well as expand the performance of the engine brake with pressure relief.

(a) Brake with integrated rocker of the prior art

One possible solution is to integrate the components of the brake system with the rest of the engine components. One attempt to integrate parts of a compression braking system is presented in US Pat. hydraulic pressure to activate the brake system. This patent also discloses a spring for displacing the plunger outward from the cylinder in continuous contact with the exhaust valve to allow the cam lever with a cam actuator to control the exhaust valve in both operating and braking modes. The control valve is used to control the flow of fluid under pressure into the rocker cylinder so as to allow selective switching between braking operation and normal operation.

Nevertheless, the control valve module of the compression braking system in this design is located separately from the beam assembly, leading to unnecessarily long fluid delivery channels and a longer response time. This also leads to an excessively large volume of oil that must be compressed before the braking system can be activated, resulting in greater flexibility and less control of the compression braking time.

In addition, the control valve is a manually operated rotary valve that requires activation by the driver, which often leads to unreliable and ineffective braking operations. Moreover, rotary valves are subject to undesired fluid leakage between the rotary valve member and its associated cylindrical bore.

(b) Brake with integrated rocker arm with two-valve opening for engine braking

Another integrated engine braking system for commercial vehicles is known from US Pat. No. 5,564,385 ('385 patent), in which a limited stroke hydraulic piston is located at the working end of a rocker arm to control the clearance valve stroke in the engine valve mechanism. A pressure control valve is used to supply pressure oil to the hydraulic piston to control valve travel in the beam. The oil is fed to the beam through a channel that contains an outlet in the form of a very narrow hole through which oil can flow, and thereby affects the valve body, which, depending on the operating mode, must be placed in any of the predefined positions. To this end, the control valve also comprises a tunable solenoid valve configured to drain oil, which is supplied through a narrow hole.

Although the engine brake system disclosed in the '385 patent has enjoyed considerable commercial success, it has some disadvantages. One of the drawbacks is that it includes a small and precisely defined opening for oil supply, which leads to high sensitivity to clogging and tolerances. In addition, this previously known valve results in relatively slow engagement and disengagement, which, in particular, is noticeable in connection with gear shifting. In addition, the design is sensitive to external disturbances, for example, in the form of changes in temperature and pollution, such as, for example, dirt particles or coatings.

Another disadvantage is the hydraulic activation of the engine brake system, which is the cause of high compliance. High compliance leads to deviation with a large valve lift, which leads to increased valve load. Also, increased valve load leads to even greater compliance. To reduce hydraulic compliance, the hydraulic piston must be made with a larger diameter. A large diameter hydraulic piston takes a long time to reach an extended position. Therefore, the system described in the '385 patent is not suitable for use in reducing engine speed when shifting a gearbox to a higher gear.

Another problem with such prior art engine brakes is that the normal operation of the exhaust valve is affected during the braking operation. The clearance between the cam follower and camshaft is effectively reduced during the braking operation. This means that the first protrusion on the camshaft opens the exhaust valve more than usual for the exhaust stroke during operation of the engine brake. In some cases, it is necessary to provide grooves in the pistons so that the exhaust valves do not hit the pistons when the brake is operating. These grooves and incorrectly extended exhaust valves interfere with the optimal engine design from the point of view of other considerations, such as combating atmospheric pollution with gaseous waste.

An additional disadvantage of the known arrangement is that it does not have a simple method or proper means of adjusting the gap to define a valve clearance.

(c) Brake with integrated rocker arm with single valve opening for engine braking

Instead of opening two exhaust valves during engine braking, US Pat. No. 6,234,143 ('143 patent) discloses a brake with an integrated rocker arm with a single-valve opening for engine braking. The brake actuator is located in the beam between the pivot point and the outer end. The rocker and traverse of the engine valve are positioned so that the hydraulic or brake piston of the brake actuator has the ability to activate on the internal valve near the pivot point of the rocker. By activating only one exhaust valve, the load during engine braking is significantly reduced.

The integrated engine brake system nevertheless has the following disadvantages. Firstly, after the brake valve is lifted by the brake piston, the valve yoke tilts, and the resulting normal valve activation for both the brake valve and the non-brake valve by means of the rocker arm is asymmetric or unbalanced. A large lateral load can be tested on both valve stems or on the valve guide rail if the jumper is guided. Secondly, the braking system can only be suitable for a specific type of engine that has a “parallel” layout of the rocker arm and valve yoke.

(d) Integral rocker brake with relief valve

US patent No. 6253730 (patent '730) discloses a brake with an integrated rocker with a relief valve, aimed at avoiding asymmetric load on the valves or the beam of the valve caused by operation in the engine braking mode, as disclosed by the patent' 143. The relief valve must reset or retract the hydraulic piston in the beam before the brake valve reaches its peak lift when braking, so that the brake valve returns to its seat before the lift stroke of the main valve starts and the beam can act on the aligned valve beam and open both the brake valve and the non-brake valve without asymmetric loading.

Nevertheless, dumping the brake valve lift around the TDC compression is very problematic. Firstly, the duration and absolute value of the valve lift for engine braking are very short and even shorter for relief. Secondly, the discharge occurs at approximately peak load during engine braking and leads to high pressure or a large load on the relief valve. The time to reset is important. If the reset occurs too quickly, too much loss occurs when the brake valve rises (lower lift and earlier closure), and the braking performance deteriorates. If the reset occurs too late, the brake valve does not have the ability to close before the cycle of the main valve begins, and causes an asymmetric load. Therefore, the engine brake due to the integrated rocker according to the '730 patent cannot work well at high engine speeds, when the duration and height of the dump are extremely small, and the brake load or pressure on the relief valve is very high.

From the foregoing description, it is apparent that prior art engine brake systems have one or more of the following disadvantages:

(a) The system can only be installed on a specific type of engine.

(b) The system has a long response time (on and off).

(c) The system is hydraulically driven and has a high flexibility leading to high braking load.

(d) The system causes an asymmetric load on the valves or on the valve guide rail.

(e) The system has too many parts, high complexity and is not optimal at high engine speeds.

(f) The system does not have an easy way to set the clearance for engine brake valves.

(g) The system is unreliable and sensitive to external disturbances.

(h) The system affects the normal performance of the engine (efficiency and air pollution from gaseous wastes).

SUMMARY OF THE INVENTION

The engine braking device of the present invention solves and eliminates the above disadvantages of prior art engine braking systems.

One objective of the present invention is to provide an engine braking device that has a short response time (on and off).

Another objective of the present invention is to provide an engine braking device with fewer components, reduced complexity, lower cost and increased system reliability.

An additional objective of the present invention is to provide an engine braking device that includes a mechanism for adjusting the clearance of the brake valve so that it does not increase the technological tolerance of many of the components.

Another additional objective of the present invention is to provide an engine braking device that is effective at all engine speeds and insensitive to external disturbances.

A still further object of the present invention is to provide a means for activating a motor brake that transmits force or load when braking by an engine through a mechanical coupling means that does not have the problems of high flexibility and overload associated with a conventional hydraulic means used by prior engine braking systems prior art.

Another other objective of the present invention is to provide an engine braking device that does not affect the normal operation of the engine.

The engine braking device of the present invention converts the operation of an internal combustion engine from a normal engine operation mode to an engine braking operation. The engine includes exhaust valve mechanism components comprising at least one exhaust valve and at least one cam and used to cyclically open and close at least one exhaust valve.

The device includes an engine brake activation means having at least one component integrated into at least one of the components of the exhaust valve mechanism, for example, a rocker or valve yoke. The activation tool has an inoperative position and an operating position. In the idle position, the activation means is retracted and disconnected from the normal engine operation mode. In the operating position, the activation means extends to open at least one exhaust valve for operation in the engine braking mode. The device also has a motor brake control means for moving a motor brake activating means between an idle position and an operating position in order to achieve a transition between normal engine operation and engine braking operation.

The activation means further includes a mechanical connection means for transmitting a load generated by operation in the engine braking mode. The mechanical connection means includes at least one system selected from the group consisting of a piston sliding device, a ball-locking device, a wedge-shaped device, a crank or lever mechanism, and a piston clutch device.

The device also includes a reset means for moving the activation means from the operating position to the off position during operation in the engine braking mode so that the valve lift profile is reset to the smaller profile.

An engine braking device according to embodiments of the present invention has many advantages over prior art engine braking systems, for example, faster response, better performance, fewer components, reduced complexity and lower cost.

BRIEF DESCRIPTION OF THE DRAWINGS

These and other advantages of the present invention should become more apparent from the following description of preferred embodiments in connection with the following drawings.

1 is a flowchart illustrating a general relationship between a normal engine operation mode and additional engine braking operation according to one version of the present invention.

Figure 2 is a functional diagram showing the relationship between normal engine operation and additional operation in engine braking mode according to one version of the present invention.

FIG. 3 is a flowchart illustrating engine braking control according to one version of the present invention.

FIGS. 4A and 4B are schematic diagrams of an engine braking device in the off and on positions according to the first embodiment of the present invention.

5A and 5B are schematic diagrams of a means for controlling a motor brake in an on position and an off position or a drain position according to one version of the present invention.

6A and 6B are schematic diagrams of the solenoid valve in the off and on positions according to one version of the present invention.

7A and 7B are schematic diagrams of a solenoid valve in the off and on positions according to another version of the present invention.

Figs. 8A and 8B are schematic diagrams of an engine braking device in the off and on positions according to the second embodiment of the present invention.

9 shows elevation profiles of an exhaust valve according to one version of the present invention.

10 is a schematic diagram of an engine braking device with a reset means.

Figa-A shows a cross section of a reset means in Fig.7.

11A and 11B are schematic diagrams of an engine braking device in the off and on positions according to the third embodiment of the present invention.

12A and 12B are schematic diagrams of an engine braking device in the off and on positions according to the fourth embodiment of the present invention.

13A and 13B are schematic diagrams of an engine braking device in the off and on positions according to the fifth embodiment of the present invention.

Figa and 14B are schematic diagrams of the engine braking device in the turned off and on positions according to the sixth embodiment of the present invention.

Figs. 14C and 14D show details of the piston clutch device used in the embodiment shown in Figs. 14A and 14B in the disconnected and engaged positions.

Figa and 15B are schematic diagrams of the engine braking device in the turned off and on positions according to the seventh embodiment of the present invention.

FIGS. 15C and 15D show details of the piston engagement device used in the embodiment shown in FIGS. 15A and 15B in the disconnected and engaged positions.

Figa and 16B are schematic diagrams of a device for engine braking in the switched off and on positions according to the eighth embodiment of the present invention.

17A and 17B are schematic diagrams of an engine braking device in the off and on positions according to the ninth embodiment of the present invention.

FIGS. 18A and 18B are schematic diagrams of an engine braking device in the off and on positions according to the tenth embodiment of the present invention.

19 is a schematic diagram of an engine braking device in an on position according to an eleventh embodiment of the present invention.

20A and 20B are schematic diagrams of an engine braking device in the off and on positions according to a twelfth embodiment of the present invention.

20C and 20D are schematic diagrams of brake pistons used in the embodiment of FIGS. 20A and 20B.

21A and 21B are schematic diagrams of an engine braking device in the off and on positions according to a thirteenth embodiment of the present invention.

22A and 22B are schematic diagrams of an engine braking device in the off and on positions according to a fourteenth embodiment of the present invention.

23 is a schematic diagram of an engine braking device in an off position according to a fifteenth embodiment of the present invention.

24A and 24B are schematic diagrams of an engine braking device in the off and on positions according to the sixteenth embodiment of the present invention.

Figs. 24C and 24D are schematic diagrams of the braking activation means used in the embodiment of Figs. 24A and 24B.

Figa and 25B are schematic diagrams of the means of activating braking in the off and on positions according to another version of the present invention.

FIG. 26 is a schematic diagram of an engine braking device in an off position according to a seventeenth embodiment of the present invention.

Fig. 27 is a schematic diagram of a means for activating braking in an off position according to another another version of the present invention.

FIG. 28 is a schematic diagram of a means for activating braking in an off position according to another another version of the present invention.

Fig. 29 is a schematic diagram of an engine braking device in an off position according to an eighteenth embodiment of the present invention.

30 is a schematic diagram of an engine braking apparatus in an on position according to a nineteenth embodiment of the present invention.

31 is a schematic diagram of an engine braking apparatus in an on position according to a twentieth embodiment of the present invention.

32 is a schematic diagram of an engine braking device in an off position according to a twenty-first embodiment of the present invention.

33 is a schematic diagram of an engine braking device in an off position according to a twenty-second embodiment of the present invention.

Fig. 34 is a schematic diagram of an engine braking device in an off position according to a twenty-third embodiment of the present invention.

Fig. 35 is a schematic diagram of an engine braking device in an off position according to a twenty-fourth embodiment of the present invention.

Fig. 36 is a schematic diagram of an engine braking device in an off position according to a twenty-fifth embodiment of the present invention.

Figa and 37B are schematic diagrams of a device for braking the engine in off and on positions according to the twenty-sixth embodiment of the present invention.

38 is a schematic diagram of an engine braking apparatus in an on position according to a twenty-seventh embodiment of the present invention.

Fig. 39 is a schematic diagram of an engine braking apparatus in an on position according to a twenty-eighth embodiment of the present invention.

40A and 40B are schematic diagrams of an engine braking apparatus in an on position according to a twenty-ninth embodiment of the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

The following is a detailed reference to currently preferred embodiments of the invention, examples of which are illustrated in the accompanying drawings. Each example is provided by way of explanation and not limitation of the invention. In fact, it will be apparent to those skilled in the art that modifications and variations can be made in the present invention without departing from its scope and spirit. For example, functions illustrated or described as part of one embodiment may be used in another embodiment to result in yet another additional embodiment. Thus, it is intended that the present invention cover such modifications and variations as fall within the scope of the appended claims and their equivalents.

FIG. 1 is a flowchart illustrating a general relationship between a normal engine operation mode 20 and additional operation 10 in an engine braking mode. The engine typically comprises two exhaust valves 300 and exhaust valve activation means (or pusher) 200 for cyclically opening and closing the exhaust valves 300 during normal engine operation 20. The operation 10 in the engine braking mode is achieved by activating the engine brake control means 50 to move the engine brake activating means 100 from the idle position 0 to the operating position 1. By default, the engine brake control means 50 is turned off and the engine brake activating means 100 remains in the idle position 0 and the engine in the ignition position 2.

FIG. 2 is a functional diagram illustrating a general relationship between a conventional engine operation mode 20 and additional operation 10 in an engine braking mode according to one version of the present invention. For normal engine operation 20, the small cam (s) of the cam in the exhaust valve cam 230 is skipped, as shown in step 240, due to the gap 234 between the valve mechanism components to form a main exhaust valve lift profile 220m for the normal engine valve cycle 20N. For operation 10 in the engine braking mode, the engine brake control means 50 controls the movement of the engine brake activation means 100 between the idle position 0 and the operating position 1. In the idle position 0, the activation means 100 is retracted to form a gap 234, while in the operating position 1 (the control means 50 is turned on) the activation means 100 extends to occupy the gap 234, as shown in step 120. Without the gap 234, the movement from all the cam tabs, small and large, is removed by the rocker arm, as shown in step 125. The lift profile of the brake valve, however, depends on whether or not the engine brake release tool 150 is provided.

If a motor brake release tool is not provided, then movement from all cam lobes must be transmitted to the engine valve (s) to form an engine valve lift profile 220v for valve cycle 10B when the engine is braking. But when using the engine brake reset means 150, the engine brake activation means 100 temporarily switches from the extended position to the retracted position during each cycle of operation 10 in the engine braking mode, which truncates the valve lift profile from the large cam protrusion to form the engine valve lift profile 220h for cycle 10R of the engine brake valve. It should be noted that the resetting tool 150 is started when the cam lift enters the upper part of the large cam protrusion, which is above the small cam protrusions. Therefore, only the upper portion of the large valve lift profile is truncated. After the cam lift returns to the bottom of the large cam protrusion, which is lower than the height of the small cam protrusions, the reset means 150 is disengaged, and the engine brake activator 100 is extended to its operating position to occupy the gap 234 before the small cam protrusions should begin so that the secondary valve lift profile is maintained.

FIG. 3 is a flowchart illustrating engine braking control according to one version of the present invention. It is contemplated that control starts from step 710 of a normal engine operation. The next control step 720 determines whether or not engine braking is required. If not, the engine brake control means 50 is turned off, as shown in the control step 722, and the engine brake activation means 100 is pulled to the idle position 0 (control step 724) to skip all the small cam tabs (control step 726) to form only the profile lifting the main valve in control step 728 for normal engine operation 20.

If engine braking is required, the engine brake control means 50 must be engaged, as shown in control step 730, and the engine brake activation means 100 must be extended to form a mechanical connection, as shown in control step 740, so that all cam movement is removed by the rocker arm and integrated means of activating the engine brake. The next control step 750 determines whether or not a motor brake reset means is provided. If no resetting means is available, a complete valve lift profile is generated from both large and small cam projections, as shown in control step 760. Next, control returns to step 720 to begin a new engine braking control cycle.

If the control step 750 indicates that a motor brake reset means is provided, then the next control step is 770, wherein the reset means 150 retracts the motor brake activation means 100 so that the valve lift profile from the large cam protrusion is truncated. The discharge occurs during the upper part of the large valve lift profile. After the valve lift returns to the bottom of the large valve lift profile, the reset means 150 is disengaged and the activation means 100 extends again to form a mechanical connection, which occurs before the small cam protrusion begins, as shown in control step 7. Therefore, the reset means 150 operates with the engine brake activation means 100 to form a truncated profile of the large valve lift and the full profile of the secondary valve lift from the small cam tabs, as It seemed at step 790 control. The engine braking control then returns to step 720, and the control cycle is repeated.

FIGS. 4A and 4B are schematic diagrams of an engine braking device in an off and on position according to one embodiment of the present invention. The engine brake activator 100 is integrated into the rocker arm 210 of the engine exhaust valve mechanism or valve follower 200. The valve mechanism has components that include a cam 230, a cam follower 235, a rocker arm 210, a valve arm 400, and exhaust valves 300a and 300b (or simply 300). The exhaust valves 300 are biased upward to the seats 320 on the head 500 of the engine block by means of engine valve springs 310a and 310b (or simply 310) to seal the gas from flowing between the engine cylinder (not shown) and the exhaust manifolds 600. The rocker arm 210 is pivotally mounted 205 rocker to transmit mechanical input or movement from cam 230 to exhaust valves 300 for cyclic opening and closing.

There may be other components of the valve mechanism that are not shown here for simplicity, for example, a support shoe that can be attached to the bottom 162 of the brake piston 160 (FIG. 4B). Cam 230 includes a large protrusion 220 above the inner main circle (IBC) 225, mainly for normal engine operation and two small protrusions 232 and 233 for operation in engine braking mode. Rocker 210 is biased toward valve crosshead 400 by spring 198, and a gap 234 is formed between cam 230 and cam follower 235 when the engine brake is not engaged (FIG. 4A). The gap 234 is set by the clearance adjustment mechanism at such a height that small cam protrusions should be skipped when a motor brake is not required. The clearance adjusting screw 110 is secured to the beam 210 by means of a lock nut 105 and is also part of the engine brake activation means 100. Due to the gap 234 between the components of the valve mechanism, the spring means may include a spring 198 and its accessories or fasteners. Spring 198 is designed in such a way that its preload should be high enough to prevent the joint movement of any of the components of the valve mechanism even at the highest engine speed, but low enough to enable the activation of the engine brake activation means 100, if necessary . One end of the spring 198 is mounted on the engine or a fixed component of the engine, and the other end of the spring 198 is mounted on one of the components of the valve mechanism, for example from above 215 of the rocker arm 210.

The motor brake activating means 100 is a ball-locking device with a plurality of balls 175 bounded by three surfaces on three elements, as shown in FIG. 4B. The first surface is a wedge-shaped surface 192 at the bottom of the clearance adjusting screw 110. The second surface is a flat surface at the top of the brake piston 160, which is slidably mounted in the bore 190 of the ball-locked piston 165. The stroke of the brake piston 160 is designated as 195, which occupies the gap 234 (FIG. 4B). The third surface is either on the annular groove 170 when the ball-locked device is in the retracted or disconnected position, as shown in FIG. 4A, or on the hole 190 when the ball-locked device is in the extended or turned-on position, as shown in FIG. 4B.

The movement of the engine brake activation means 100 is controlled by the engine brake control means 50, as shown in FIGS. 5A and 5B, which is shown as an electro-hydromechanical system (or a three-way flow control valve) containing a spiral structure 51. The flow control valve 50 has a spool 58 and turns on and turns off by means of electric current through the positive and negative contact terminals 55 and 57. As the spool 58 slides, it opens or closes the port (nozzle or furrow) 111 or 222, to allow the working fluid, such as engine oil, to leak or leak from the fluid circuit of the engine brake comprising a passage 211 and a radial nozzle 212 in the rocker arm axis 205, a cut 213 and a passage 214 in the rocker 210 and a cut or cut 180 on a ball-locked piston 165 (FIG. 4B). It should be noted that the engine brake control means 50 can be located remotely and used to control engine brakes with several engine cylinders, and the brake fluid circuit can reach other engine components and activation means 100.

When a motor brake is required, the engine brake control means 50 is turned on (FIG. 5A), and the engine oil is transferred to the engine brake activation means 100 through the brake fluid circuit. FIG. 4B shows that engine oil from passage channel 214 can be lowered relative to clearance clearance screw 110 because its rod 191 is smaller than the ball-lock piston hole 190 into which the brake piston 160 slides. The oil pressure overcomes the force of the spring 198 and pushes the beam 210 clockwise to rotate in order to occupy the gap 234 between the cam 230 and the cam follower 235 (FIG. 4B). As the clearance adjusting screw 110 moves upward along with the beam 210, the balls 175 move inward along the wedge-shaped surface 192 and out of the annular groove 170 in the ball-locked piston 165. Now, the ball-locked piston 165 can move downwardly in the bore 260 in the rocker arm 210 because the oil pressure overcomes the force of the spring 177 in the spring seat 176. After the ball-locked piston 165 is locked onto the shoulder of the brake piston 160, the ball-locked device is locked in the extended position or the working position, as shown in FIG. 4B, which occupies the gap 234 and forms a mechanical connection. Without a gap 234, all movement from cam 230 is transmitted to exhaust valves 300 to form an enlarged lift profile of the main valve and a secondary lift profile of the valve for operation in engine braking mode.

When engine braking is not required, the engine brake control means 50 is turned off (FIG. 5B), and a small (or generally zero) oil pressure acts on the ball-locked piston 165, which must be pushed upward by the spring 177 to the top of the hole 260. After the annular groove 170 in the ball clamp piston 165 is aligned with the balls 175, they must be pushed out and into the annular groove 170 by moving down the wedge-shaped surface 192 on the clearance adjustment screw 110 under the force of the spring 198. Now, troystvo with ball detent is in the retracted position or inoperative position, and the gap 234 between the cam 230 and cam follower 235 is configured to pass a part of the cam movement, i.e. 4A to the bottom of cam 230 to form a main valve lift profile for normal engine operation.

You can see that the present invention provides a means for activating a motor brake that transmits force or load when braking by an engine through a mechanical coupling that does not have the problem of high flexibility and overload associated with a conventional hydraulic means used by prior art engine braking systems. Consequently, there is much less loss during valve lift due to less compliance. Both the stroke and the diameter of the brake piston 160 can be made much smaller than in a hydraulic means of the prior art, which significantly reduces the response time during engine braking, the moment of inertia and the effect of excessive valve lift during engine operation. In addition, the gap 234 between the components of the valve mechanism is smaller, which leads to less potential for the lack of joint movement of the components of the valve mechanism.

6A and 6B are schematic diagrams of a flow control valve 50 in the off and on positions according to one version of the present invention. It has a spiral structure 51 on top of the valve and a valve body 60 connected to the spiral structure. The spiral structure is known, and its details are not shown here for simplicity. A groove 62 is provided on the valve body 60, which is used to mount the valve so that its orientation is not limited.

The valve body 60 has an inlet port 111, an outlet port 211 and an outlet port 222. A ball 67 is mounted in the hole 75b and separates the inlet port 111 and the outlet port 211. A movable valve member, such as a cylindrical body 64, is located in the hole 75a to separate the outlet port 211 and the outlet port 222. A plunger 66 is located between the cylindrical body 64 and the ball 67. The three ports are separated or sealed from each other by O-rings 65 and 68. A shield 69 may be installed in front of the inlet port 111 to prevent post captive contaminants into the valve.

Oil pressure from the inlet port 111 holds the ball 67 in the seat 73b and pushes the cylindrical body 64 away from the seat 73a. The flow control valve 50 is now in the off position, as shown in FIG. 6A. Oil from inlet port 111 cannot enter outlet port 211, while oil from outlet port 211 can flow to outlet port 222.

When engine braking is required, an electric current is supplied to the coil through the terminal 55 and 58. The electromagnetic force presses the pin 63 to activate downward, and the cylindrical body 64 to the seat 73a. However, the ball 67 moves away from the seat 73b and opens against the inlet oil pressure. The flow control valve 50 is now in the on position, as shown in FIG. 6B. Oil from the inlet port 111 may flow into the outlet port 211, while the oil from the outlet port 211 is blocked from flowing into the outlet port 222.

7A and 7B are schematic diagrams of a flow control valve 50 in the off and on positions according to another version of the present invention. The only difference between this control valve and the previous one is that the cylindrical body 64 is replaced by a ball, and the plunger 66 is replaced by a guided pin.

FIGS. 8A and 8B show another version of the embodiment of FIGS. 4A and 4B with the added engine brake reset means 150 to interact with the engine brake activation means 100. The reset means 150 comprises a reset piston 166 that slidably slides in the reset hole 169 in the rocker arm 210. During normal engine operation, the reset piston 166 is displaced up to the top of the reset hole 169 (FIG. 8A) by a spring 199 that attaches to the rocker 210 by means of a screw 179 (figv). The gap 185 between the reset piston and the engine block is designed so that the reset piston 166 does not touch the engine block during a full rotation of the cam when the engine brake is not activated (FIG. 8A).

When using the reset means 150, the electro-hydromechanical system of the engine brake control means 50, as shown in FIGS. 5A and 5B, should not have a three-way solenoid valve 51, since the reset means 150 is also a flow drain and drains the engine oil in the engine brake activation means 100 to switch off the engine brake if necessary. Therefore, there is no need for a drain port 222, and the three-way solenoid valve 51 can be replaced by a two-way solenoid valve to open and close the oil supply port 111.

During operation in engine braking mode, oil is transferred to the upper chamber over the discharge piston 166 through the duct 214a, as shown in FIG. 8B. The oil pressure overcomes the force of the spring 199 and pushes the reset piston 166 down to the restrictor 178, which allows the oil to flow into the ball-locking device through the duct 214, but blocks the drain channel 167. The gap 185 between the reset piston 166 and the engine block decreases, but when this is large enough so that the rotation of the rocker arm by means of the small cam protrusions 232 and 233 should not reset the motor brake activating means 100. Only during the rotation of the rocker arm counterclockwise by the upper part of the large protrusion 220 of the cam, the reset piston 166 should touch the engine block and stop moving down, while the reset hole 169 continues to move down along with the rocker 210. The reset piston 166 should block the passage channel 214a and connect the passage channel 214 to the drain channel 167 to relieve oil pressure from the engine brake activation means 100. Without oil pressure, the ball-locked piston 165 must be pushed upward by means of a spring 177 in the direction of the top of the opening 260 in the rocker arm 210 and the ball-locked device is unlocked into the retracted position, as shown in FIG. 8A. A portion of the cam lift equal to the gap 234 is skipped or lost due to a reset, and the mechanism becomes shorter, so that the increased main valve lift profile is truncated back to the main valve lift profile. When the cam rotation passes the peak of the large cam protrusion 220, the rocker arm 210 must rotate clockwise and move away from the engine block so that the relief piston 166 slides down into the oil relief port 169. When the cam lift enters the lower portion of the enlarged cam protrusion 220 or below the peak lift of the small protrusions 232 and 233, the drain channel 167 is blocked and the reset means 150 is disengaged. The oil supply to the ball-locking device is resumed from channel 214a to channel 214. Under pressure of the oil, the ball-locking device is extended and locked again in the working position, and the gap 234 between the cam 230 and the cam follower 235 is engaged, which happens on IBC 225 and before protrusion 232 cam. Therefore, when using the reset means 150, raising the engine valve to operate in the engine braking mode will have all valve lifts from the small cam protrusions 232 and 233, but the truncated valve lift from the large cam protrusion 220.

9 illustrates engine exhaust valve lift profiles according to one version of the present invention. The main valve lift profile 220m is for normal engine operation, and the enlarged main valve lift profile 220v plus the secondary valve lift profile with valve lifts 232v and 233v are used for engine braking when there is no motor brake reset. A hybrid valve lift profile is also provided for operation in engine braking mode, which is obtained using the engine brake reset tool 150.

During normal engine operation, the valve lift 220a from the bottom of the cam 230, plus 232v and 233v from the small cam protrusions 232 and 233, is skipped due to the gap 234 between the components of the mechanism. Only the upper portion 220b is transmitted to the valves of the engine 300 to form the main valve lift profile 220m, which starts at point 225a and ends at point 225b with peak lift 220b. The lower part 220a and the upper part 220b are divided by a transition line passing through the transition point 220t. The height 232h of the lower portion 220a is almost the same as the height of the valve lifts 232v and 233v, while the upper portion 220b is approximately identical to the main valve lift profile 220m.

During operation in the engine braking mode, the engine brake activating means 100 extends, and the gap 234 between the components of the mechanism is engaged. All movement from cam 230 can be transmitted to exhaust valves 300. However, the valve lift profile depends on the availability of relief means 150. If a vent means is not provided, as shown in FIGS. 4A and 4B, then the valve lift profile begins at point 225d, as shown in FIG. 9, passes through bend 232v for brake gas recirculation (BGR), and then passes through bend 233v for braking with pressure relief (CRB), then passes the transition point 220t between the lower part 220a and the upper part 220b, moves up to the reset point 220r (but without a reset) and through the peak 220e of the increased main valve lift profile 220v, eventually closes at 225c with zero valve lift.

If a motor brake reset means 150 is provided, as shown in FIGS. 8A and 8B, then the valve lift profile during operation in engine braking mode is identical to the valve lift profile without reset until it reaches the reset point 220r (FIG. 9). Then, the valve lift falls from the reset point 220r on the enlarged main valve lift profile 220v to the point 220s on the main valve lift profile 220m and finally closes at point 225b, much earlier than point 225c. Theoretically, the reset point 220r may be anywhere between the transition point 220t and the peak increased valve lift 220e. But setting the reset point 220r closer to the peak increased valve lift 220e reduces oil consumption and the stroke length of the reset piston.

The engine brake reset means 150 according to the present invention eliminates the disadvantages of the means disclosed by the prior art, for example the '730 patent. First, the time and absolute magnitude (or height) of the discharge are not critical. The reset does not occur during the engine brake valve lift profile 233v, but during the upper portion 220b of the enlarged main valve lift profile 220v. Secondly, a high oil pressure or a large load does not act on the relief valve or piston, since the load during engine braking from the current motor brake system is not supported by hydraulic means, but by means of mechanical connection. Discharge, in essence, is the disengagement or release of a mechanical connection. Therefore, the resetting tool disclosed herein is more reliable, resilient to changes, and easy to design and manufacture.

FIG. 10 and its cross-sectional drawing, FIGS. 10A-A, show another version of the embodiment of FIGS. 8A and 8B with the added oil collecting means 350 for the dumping means 150. The oil collection means 350 includes an oil collection piston 155 that slides downward by a spring 156 to seal the drain nozzle 167a. A spring 156 sits in the seat of the spring 158, and the piston 155 slides in a bore 154 in the rocker arm 210. An oil collecting means 350 can hold the engine oil in the fluid circuit of the engine brake, mainly for the purpose of lubrication.

Two levels of oil supply pressure can be provided to the engine brake fluid circuit. During operation in engine braking mode, engine engine oil with full feed pressure (e.g., 30 psi) flows into the brake circuit to activate engine braking means 100, while during normal engine operation, oil with lower level pressure ( for example, with a value of 5 psi) it is not possible to activate the engine brake activation means 100, the reset piston 166 and the oil collection piston 155. However, oil can flow through the nozzle 152 in the reset piston 166 (FIG. 10) and into the engine brake activation means 100 to lubricate the system. Storing engine oil in the fluid circuit of the engine brake also leads to faster activation of the engine braking mode. In other words, this reduces the response time when controlling engine braking.

During operation in engine braking mode, the oil released from the activation means 100 by the reset means 150 has sufficient pressure to push the oil collection piston 155 upward toward the spring 156 and open the drain hole 167a so that the oil can flow out of the activation means 100 into the environment through the passageways 214, 167 and 167a, to complete the process of resetting the engine brake.

11A and 11B show another embodiment of the present invention with another ball-locked device. On the other hand, the balls 175 are limited by three surfaces on three different elements of the engine brake activation means 100. The first surface is a wedge-shaped surface on the brake piston 160. The second is the lower flat surface on the adjusting screw 110, and the third is any surface with a small diameter of the ball-locked piston 165 when the ball-locked device is in the retracted position (FIG. 11A), or a large diameter surface when the ball-locked device is in the extended position (FIG. 11B). Similar to the previous embodiments, the clearance adjustment mechanism is included in the engine brake activation means 100. A gasket may be added between the screw 110 and the balls 175 to reduce the size of the screw 110.

When engine braking is required, the engine brake control means 50 is turned on (FIG. 5A) to supply engine oil to the engine brake activation means 100 through the brake circuit of the engine brake. The oil pressure overcomes the force of the spring 198 and pushes the beam 210 clockwise to rotate in order to occupy the gap 234 between the cam 230 and the cam follower 235, as shown in FIG. 11A. As the clearance adjusting screw 110 moves upward along with the beam 210, the balls 175 move up and out along the wedge-shaped surface on the brake piston 160. The ball-locked piston 165 also moves upward along with the clearance adjustment screw 110. When the balls 175 are outside the working area, the ball-locked piston 165 moves upward further into the hole in the clearance adjusting screw 110 with an oil pressure that overcomes the force of the spring 177. After the ball-locking piston 165 is locked on the clearance adjusting screw 110, the ball-type device it locks into place in the extended or operating position to form a mechanical connection, as shown in FIG. 11B. The movement from the entire cam 230 is removed by the rocker arm 210. But due to the engine brake release means 150, a portion of the cam lift equal to the gap 234 must be truncated from the top of the enlarged cam protrusion 220 so that the engine valve lift for operation in the engine braking mode must have all valve lifts from small cam protrusions 232 and 233, but a truncated valve lift from an enlarged cam protrusion 220. If there is no means to release the motor brake, then the full cam movement from all cam lobes, large and small, is transmitted to the exhaust valves 300 to form an enlarged main valve lift profile and a secondary valve lift profile for operation in engine braking mode.

When engine braking is not required, the engine brake control means 50 is turned off (FIG. 5B), and a small (or generally zero) oil pressure acts on the ball-locked piston 165, which is pressed against the brake piston 160 by a spring 177. It should be noted that at the top a clearance adjusting screw 110 is provided with a nozzle to prevent sticking. After the ball-locked piston 165 is lowered to the brake piston 160, the balls 175 must move down and inward along the wedge-shaped surface on the brake piston 160, and the clearance adjusting screw 110 can move down together with the rocker arm 210 under the force of the spring 198. Now, the ball device the latch is in the retracted or inoperative position, and a gap 234 between the cam 230 and the cam follower 235 is formed to pass the lower part of the cam 230, including the small cam protrusions 232 and 233, to form Main valve lift profile for normal engine operation.

12A and 12B show an embodiment of a motor brake activating means 100 with another ball-locking device in the rocker arm 210 and for the valve arm 400. Balls 175 are always limited by the holes in the brake piston 160, which is usually pulled into the hole 190 under the load of the spring 198. The ball-locked piston 165 is displaced down 260 in the brake piston 160 by the spring 177, which has a seat 176 mounted on the beam 210 with a screw 179.

When engine braking is required, the engine brake control means 50 (FIG. 5A) is turned on to supply engine oil to the engine brake activation means 100 through a fluid circuit of the engine brake. The oil pressure overcomes the force of the spring 198 and pushes the beam 210 clockwise to rotate in order to occupy the gap 234 between the cam 230 and the cam follower 235, as shown in FIG. 12A. The annular groove 170 in the beam 210 must align with the balls 175, which must move outward and into the groove 170 under the action of the upward movement of the piston 165 with ball locking. It should be noted that the brake piston 160 is pressed against the valve traverse 400 and does not move when the cam 230 is in the IBC 225. After the balls 175 enter the groove 170, the ball-locked piston 165 should slide in the hole 260 in the brake piston 160, since the oil reaches the bottom of the passage channel 196, and the oil pressure overcomes the force from the spring 177. After the ball-locked piston 165 is at the top of the bore 190 in the rocker arm 210, the balls 175 are fixed in the groove 170 by means of a larger outer diameter of the piston with the ball new fixation, as shown in figv. The ball-locked device is now in an extended position with a stroke or stroke length 195, which occupies a gap 234, and forms a mechanical connection. Movement from the entire cam 230 is transmitted to the exhaust valves 300 to form an enlarged lift profile of the main valve and a secondary lift profile of the valve for operation in engine braking mode. A vent can easily be added to modify the increased lift of the main valve.

When engine braking is not required, the engine brake control means 50 is turned off (FIG. 5B), and a small (or generally zero) oil pressure acts on the ball-locked piston 165, which is pressed against the bottom of the hole 260 in the brake piston 160 by a spring 177. After as the ball-locked piston 165 lowers to the brake piston 160, the balls 175 can move inward and out of the annular groove 170, and the beam 210 must move downward under the force of the spring 198. Now the ball-locked device is retracted th position, and the gap 234 between the cam 230 and cam follower 235 is configured to pass a part of the cam movement, i.e. from the lower part of the cam 230, including the small cam protrusions 232 and 233 shown in FIG. 12A, to form a lift profile of the main valve for normal engine operation.

13A and 13B show an embodiment similar to the embodiment shown in FIGS. 12A and 12B, except that the ball-locked piston 165 and the spring 177 are completely contained in the bore 190 in the rocker arm 210. A flow restriction nozzle 168 is added to exclude the hydraulic lock, which allows the movement of the piston 165 with ball locking in the bore 260. The passage channel or nozzle 196 are optional and can be excluded. However, without the nozzle 196, a three-way solenoid valve is needed to release the engine brake.

When engine braking is required, the engine brake control means 50 (FIG. 5A) is turned on to supply engine oil to the engine brake activation means 100 through a fluid circuit of the engine brake. The oil pressure overcomes the force of the spring 198 and pushes the beam 210 clockwise to rotate in order to occupy the gap 234 between the cam 230 and the cam follower 235, as shown in FIG. 13A. As the rocker 210 moves upward, the flow restriction jet 168 opens, and the annular groove 170 aligns with the balls 175, which must move outward and into the groove 170 by the downward movement of the ball-locked piston 165. After the balls 175 are in the groove 170, the ball-locked piston 165 must move downward as the oil pressure overcomes the force of the spring 177. The balls 175 are fixed in the groove 170 by means of a surface with a large outer diameter of the ball-locked piston 165. The flow of oil through nozzle 168 is blocked when the ball-locked piston 165 sits on the brake piston 160 to reduce oil consumption. As shown in FIG. 13B, the ball locking device is now in an extended position with a stroke or stroke length 195, which occupies a gap 234 to form a mechanical connection. Without a gap 234, all cam movement is transmitted to the exhaust valves 300 to form an enlarged lift profile of the main valve and a secondary lift profile of the valve for operation in engine braking mode.

When engine braking is not required, the engine brake control means 50 is turned off (FIG. 5B), and a small (or generally zero) oil pressure acts on the ball-locked piston 165, which should slide in the brake piston 160 under the force of the spring 177. Balls 175 must move in and out of the annular groove 170, and the rocker 210 should move down under the force of the spring 198. Now the ball-locking device is in the retracted position, and the gap 234 between the cam 230 and the cam follower 235 is formed to allow be lower cam part 230, which includes small projections 232 and the cam 233, as shown in 13A.

FIGS. 14A and 14B show an embodiment of a motor brake activation means 100 with a piston engagement device 123 in the rocker arm 210, the details of which are shown in FIGS. 14C and 14D. Three pistons 164a, 164b and 164c are provided that are slidably disposed in the holes 183a, 183b and 183c of the three bushings 163a, 163b and 163c. The sleeve 163b is fixed in the brake piston 160, while the bushings 163a and 163c are fixed in the beam 210. The bushings 163a and 163b have a shoulder or half-cut 138a and 138b (FIG. 14C) so that they can easily be aligned (FIG. 14B and 14D). In addition, the shoulder 138a in the sleeve 163a protrudes from the bore 190 and enters the axial groove or slot 138 on the brake piston 160 as a guide.

During normal engine operation, the engine brake control means 50 (FIG. 5B) is turned off and a small (or generally zero) oil pressure occurs to activate the activation means 100. The three pistons 164a, 164b and 164c are shifted to the right to the sleeve 163c by means of a spring seat 178b that slides in the sleeve 163a and is loaded by the spring 177. The pistons 164a and 164b are now contained in the sleeve 163b and can slide upward in the hole 190 together with the brake the piston 160 to the idle position. The stroke of the brake piston is 195, which is equivalent to raising the valve by means of the protrusions 232 and 233 of the brake cam. Part of the movement, i.e. from the bottom of the cam 230, will not be transmitted to the valves 300, but absorbed by the relative movement of the brake piston 160 in the hole 190 in the rocker arm 210 (FIG. 14A). Only the rest of the movement, i.e. from the top of the enlarged cam protrusion 220, is transmitted to the exhaust valves 300 for normal engine operation.

When engine braking is required, the engine brake control means 50 (FIG. 5A) is turned on to supply engine oil to the engine brake activation means 100. A spring 177a biases the brake piston 160 downward towards the valve beam 400, which stops when the shoulder 138a of the sleeve 163a comes into contact with the shoulder 138b of the sleeve 163b. Now the bushings are aligned with each other, as shown in figv and 14D. The oil pressure overcomes the force of the spring 177 and pushes the pistons 164a, 164b and 164c to the left, and they are locked by the spring seat 178b on the sleeve 163a. Now the brake piston 160 can not move upward in the hole 190 in the rocker arm 210, but is fixed in the working position. A mechanical connection is formed by interlocking pistons and bushings, as shown in FIG. 14D. All cam movement from small and large cam protrusions is transmitted to exhaust valves 300 for operation in engine braking mode.

FIGS. 15A and 15B are schematic diagrams of the engine braking device in the off and on positions according to a variation of the embodiment shown in FIGS. 14A and 14B. The rocker arm 210 is biased downward towards the brake piston 160 in the direction of the valve beam 400 by means of a spring 198 mounted at the top of the rocker arm 215 so that a gap 234 is formed between the cam 230 and the cam follower 235 when the engine brake is in the off or inactive position, as shown in FIG. 15A. The movement of the lower part of the cam 230, including the small protrusions 232 and 233 of the brake cam, must be skipped. Only the upper part of the enlarged cam protrusion 220 is transmitted to the exhaust valves 300 for normal engine operation.

When engine braking is required, the engine brake control means 50 is activated (FIG. 5A) to supply engine oil to the top of the brake piston 160 through a brake fluid circuit, which further includes a passage 217 approximately within the bushing 163c, a passage 113 in the brake piston 160, nozzles 197o in sleeve 163b (FIG. 15C), annular groove 197g on piston 164b and nozzle 197 in brake piston 160. Oil pressure overcomes the force of spring 198 and pushes rocker 210 upward to rotate clockwise. Rocker 210 stops upward movement when ledge 138a in sleeve 163a comes into contact with ledge 138b in sleeve 163b. The total stroke length or stroke of the brake piston 160 in the rocker arm 210 is 195, which occupies the gap 234 between the cam 230 and the cam follower 235. Now all the bushings, as well as the pistons are aligned, as shown in figv and 15D. The oil pressure overcomes the force of the spring 177 and pushes the pistons 164a, 164b and 164c to the left, and they are locked by the spring seat 178b on the sleeve 163a. The brake piston 160 cannot move upward in the beam 210, but is locked in position. A mechanical connection is formed by interlocking pistons and bushings, as shown in FIG. 15D. All cam movement is transmitted to exhaust valves 300 to operate in engine braking mode.

If the engine brake activation means 100 is reset or turned off, the oil pressure on the piston 164c decreases faster than the pressure on the brake piston 160, since the 197o jets in the sleeve 163b are blocked by the piston 164b. Higher oil pressure above the brake piston 160 pushes the ledges 138a and 138b in the bushings 163a and 163b towards each other and helps to reduce the frictional force on the sliding pistons 164a and 164c so that the force of the spring 177 is large enough to push the pistons to the right into the disengaged or inoperative position. Then, the groove 197g in the piston 164b must be aligned with the nozzles 197o in the sleeve 163b, and the oil above the brake piston 160 can flow out, so that the brake piston 160 must return to the idle position, as shown in FIG. 15A.

FIGS. 16A and 16B show an embodiment similar to the embodiment shown in FIGS. 12A and 12B, except that the engine brake activating means 100 is integrated in the valve beam 400 and not in the rocker arm 210. The engine brake reset means 150 is now part of the activation means 100, which includes a ball piston 165 and a reset limiter 182. The ball-locked piston 165 can slide in the bore 260 in the brake piston 160. The reset limiter 182 is located below the ball-locked piston 165 and is mounted on the engine. The clearance adjustment mechanism includes a clearance adjustment screw 110 secured to the beam 210 by means of a lock nut 105.

During normal engine operation or when engine braking is not required, the engine brake control means 50 (FIG. 5B) is turned off and a small (or generally zero) oil pressure acts on the engine brake activation means 100. The rocker arm 210 is biased towards the brake piston 160 in the direction of the valve beam 400 by the spring 198. The motor brake activating means 100 is inoperative. A gap 234 is formed between the cam 230 and the cam follower 235, as shown in FIG. 16A, and a portion of the cam movement, i.e. from small protrusions 232 and 233, the cam is skipped. Only the rest of the movement, i.e. from the top of the enlarged cam protrusion 220 is transmitted to the exhaust valves 300 to form a lift profile of the main valve. However, the ball-locked piston 165 is biased by the spring 177r, and a gap 185 is formed between the ball-locked piston 165 and the reset limiter 182. The gap 185 is designed so that the ball-locked piston 165 does not have to touch the reset limiter 182 during normal engine operation.

When engine braking is required, the engine brake control means 50 is activated (FIG. 5A) to supply engine oil down the brake piston 160 through a fluid circuit of the engine brake including a passageway 115 in the clearance adjusting screw 110, a nozzle 197 at the top of the engine braking piston 160 and a passageway 196 in the ball-locked piston 165 (FIG. 16A). The oil pressure overcomes the force of the spring 198 and pushes the brake piston 160 with the rocker 210 upward, turning clockwise on the rocker axle 205 to occupy the gap 234. As the brake piston 160 slides upward in the hole 190 in the valve traverse 400, the balls 175 must align and move into the annular groove 170 in the valve traverse 400 under the action of a ball clamp piston 165, which is pressed down by oil pressure, overcoming the force of the spring 177r mounted on the valve traverse 400 m screws 179. The piston 165 with a ball lock is now sits at the bottom of the holes 190 in cross member 400 of the valve and the balls 175 are fixed in the groove 170 by a surface with large outer diameter of the piston 165 with a ball detent (16b). The ball-locked device is now locked in an extended position or in a working position with a lift 195, which is defined so as to occupy a gap 234 to form a mechanical connection. The movement from the entire cam 230 is removed by the rocker arm 210, but is not necessarily transmitted to the exhaust valves 300 due to the engine brake reset means 150.

The maximum downward movement of the valve traverse 400 and the brake piston 160 by means of the enlarged cam protrusion 220 exceeds the gap 185. The ball-locked piston 165 in the brake piston 160 must touch the reset stopper 182 and stop moving downward until the valve traverse 400 reaches its maximum lift. Therefore, the ball-locked piston 165 is also a reset piston. A relative movement is created between the ball-locked piston 165 and the brake piston 160, and the ball-locked device is released from the extended (operating) position to the retracted (inoperative) position. The brake piston 160 lowers to the bottom of the bore 190 in the valve traverse 400, and the valve lift portion equal to the height of the gap 195 (FIG. 16B) is truncated or lost to switch the enlarged main valve lift profile to the main valve lift profile. After the cam rotates through the large cam protrusion 220, the rocker arm 210 must rotate clockwise, the valve beam 400 and the brake piston 160 must move up. The ball-locked piston 165 is separated from the reset limiter 182. When the cam lift enters the bottom of the enlarged cam protrusion 220 or below the peak lift of the small protrusions 232 and 233, the ball locking device extends and locks in position when cam 230 rotates on IBC 225 in front of the small cam protrusion 232. Therefore, when using the reset tool 150, the engine valve lift profile for operating in engine braking mode must have all valve lifts from the small cam protrusions 232 and 233, but the truncated valve lift from the enlarged cam protrusion 220.

The engine brake reset means 150 can operate without a reset spring 177r, since the ball-locked piston 165 can be reset by the reset limiter 182 to reset and turn off the engine brake activation means 100. When the ball clamp piston 165 is reset, there may be an oil leak through the annular gap between the small piston or piston rod of the ball clamp 165 and the bore 450 in the valve traverse 400. The engine brake reset means 150 can also be deactivated by moving the reset limiter 182, then the movement of the entire cam is transmitted to the exhaust valves 300 to form an enlarged main valve lift profile and a secondary valve lift profile for operation in engine braking mode. Without the reset limiter 182, a reset spring 177r is required to release the ball-locked device and turn the engine brake off. In addition, the reset limiter 182 may be adjustable. It can be activated to vary the gap 185 to obtain different lift valve lift profiles. It can also sit on a spring. The spring force is large enough to drop the ball-locked device, but small enough to prevent a hard collision that will damage the engine due to improper construction.

17A and 17B are schematic diagrams of another embodiment of the present invention with a motor brake activating means 100 integrated in a valve arm 400. The engine brake activation means 100 is a ball-locking device similar to that shown in FIGS. 11A and 11B. The plurality of balls 175 is limited by three surfaces on three different elements of the engine brake activation means 100. The first surface is a wedge-shaped surface 192 on the brake piston 160, which is slidably located in a large hole 190 in the valve traverse 400. The second surface is the lower flat surface of the bore 190, and the third surface is on a ball-locked piston or plunger 165, which slides in a small bore 450 in the valve yoke. The engine brake reset means 150 includes a ball-lock piston 165 and a reset limiter 182 on the engine cylinder head 500.

Operation in the engine braking mode, including the reset mechanism of this embodiment, is similar to the embodiment shown in FIGS. 16A and 16B, and is not described here for simplicity.

Figa and 18B are schematic diagrams of a device for braking the engine in off and on positions according to another variant implementation of the present invention. The exhaust valve pusher 200 includes a cam 230, a cam pusher 235, a pusher rod or tubular bar 201, and a rocker 210. Typically, valve clearance adjusting means are provided either on the pusher rod side or on the valve yoke side. Here, the clearance adjusting screw 110 is in contact with the pusher shaft 201 and secured to the beam 210 by means of a lock nut 105. The exhaust valve cam 230 comprises an enlarged cam protrusion 220 above the inner main circle 225, mainly for normal engine operation. The enlarged cam projection 220 is larger than the regular or regular cam projection of the exhaust valve, since a small cam projection 233 is added for operation in engine braking mode. Another small cam protrusion 232 may be added to recirculate the brake gases in order to improve engine braking performance. The beam 210 can rotate on the axis 205 of the beam. The other end of the beam 210 is connected to the support shoe 114 via a connector 113.

The engine brake activating means 100 comprises two brake pistons (also known as drive pistons or hydraulic pistons) 160a and 160b (or simply 160) slidably located in the holes 190a and 190b (or simply 190) in the valve traverse 400 between the idle position and working position. The support means 250 is configured to prevent a joint stroke of the exhaust valve mechanism. The support means 250 comprises an engine valve spring, for example, an external spring 312a or 312b (or simply 312) and a spring seat 122a or 122b (or simply 122) that is biased towards the valve spring holder 302a or 302b (or simply 302) by means of an external spring 312. The valve beam 400 is supported by two spring seats 122, and not by two exhaust valves 300 as usual (or in the prior art). Therefore, a gap 234 may be formed between the valve traverse 400 and the exhaust valves 300 to allow movement from the bottom of the cam 230, including the small cam protrusions 232 and 233, during normal engine operation.

Instead of a significant load from a special “external” spring designed to prevent a lack of joint travel, as disclosed in US Patent Application No. 2005/0211206, the two brake pistons 160 shown in FIGS. 18A and 18B are not subjected to the load from springs 312. Instead of this, the springs 177a and 177b (or simply 177) are allocated for operation in the engine braking mode, which is not affected by the moment of inertia or the absence of a joint stroke of the valve mechanism. The brake spring 177a or 177b is configured such that when the control fluid from the flow control valve 50 is at or below the first level pressure (not higher than the ambient pressure), the brake piston 160 should not move from the idle position to the working position; but when the regulating fluid is at or above the second level pressure (engine oil pressure), the brake piston 160 must move from the idle position to the working position. In normal engine operation, the brake pistons 160 are displaced into the idle position, as shown in FIG. 18A.

When using support means 250, brake springs 177 are less important. In fact, by controlling the opening pressure of the shutoff valve 172b and the pressure of the first level of control fluid, brake springs 177 may not be required at all. At the other extreme, external engine valve springs 312 may not be required to support the valve traverse 400, then the brake springs 177 can be used to control both no joint travel and operation in engine braking mode. In this case, the spring seats 122 are optional, but the brake springs 177 must be stronger and the pressure of the second level of control fluid must be higher to activate the motor brake.

When engine braking is required, a flow control valve 50 (FIG. 5B) is turned on to allow control fluid with second level or higher pressure to flow into the brake pistons 160, as shown in FIGS. 18A and 18B, through the brake fluid circuit. The brake fluid circuit includes a passageway 211 and a radial nozzle 212 in the rocker arm 205, a groove or slot 213 and a passageway 214 in the rocker arm 210, the passageway 115 in the connector 113 to the support shoe 114, and the passageways 410 and 412 in the valve arm 400 . The shutoff valve means 172b is located in front of the brake pistons 160 in the passage 410. Oil pressure of a second level or higher overcomes the load of the brake springs 177 and pushes the brake pistons 160 down and out of the holes 190 to the exhaust valves 300. The brake pistons 160 are now in the operating position, and their movement or stroke is limited by exhaust valves 300 and is equal to the gap 234, as shown in figv. The control fluid that biases the brake pistons 160 occupies the gap 234 and forms a hydraulic connection between the valve traverse 400 and the exhaust valves 300. As the cam 230 rotates, movement from the entire cam, including the small protrusions 232 and 233 of the brake cam, is transmitted to to the exhaust valves 300 through a hydraulic connection, since the brake pistons 160 are hydraulically locked in position by means of a shut-off valve means 172b and a reset piston 165, the function of which is explained below.

The engine brake activator 100 also includes a safety valve 172s mounted in the valve traverse 400 and hydraulically connected to the hole 412. It is a pressure relief valve and is configured to open only when the fluid pressure for the brake pistons 160 exceeds a predetermined value so that the associated system components are not overloaded. The predetermined value mainly depends on the load limit of the exhaust valve mechanism and the engine brake activation means 100.

The engine brake reset means 150 may modify the valve lift profile formed by the enlarged cam projection 220 of the exhaust valve. It includes a drain nozzle 450 in the valve traverse 400 and a reset piston 165 slidably located in the valve traverse 400 between the drain position and the feed position. In the drain position (FIG. 18A), the reset piston 165 opens the drain nozzle 450, blocks the passage 410 and drains the control fluid to allow the two brake pistons 160a and 160b to move from the operating position to the idle position. In the feed position (FIG. 18B), the reset piston 165 closes the drain nozzle 450, opens the passage 410 and allows the control fluid to flow into the two brake pistons 160 with a second level or higher pressure and move them from the idle position to the working position.

The reset means 150 also includes a reset spring 177r and a reset piston limiter 182. The reset spring 177r is mounted on the valve traverse 400 by means of a screw 179 and biases the reset piston 165 upward to the drain position during normal engine operation, as shown in FIG. 18A. The reset piston limiter 182 is located on the engine and below the reset piston 165 with a gap 185 for reset. As the cam 230 rotates and the reset piston 165 moves down along with the valve traverse 400 toward the reset piston limiter 182, the reset gap 185 becomes smaller. The reset gap 185 is set so that when the reset piston 165 is in the drain position (FIG. 18A), it should not come into contact with the reset piston limiter 182 during the entire rotation of the cam or cycle. During operation in the engine braking mode, the control fluid overcomes the preload of the reset spring 177r and pushes the reset piston 165 from the downflow position to the downstream position (FIG. 18B). As the enlarged cam projection 220 of the exhaust valve cam moves the valve traverse 400 and the two exhaust valves 300 down to approach the maximum or peak lift, the reset piston stopper 182 stops the reset piston 165 from moving downward together with the valve traverse 400, which changes the piston 165 reset from the feed position to the drain position. The control fluid is drained from the open drain nozzle 450, and the hydraulic connection between the valve traverse 400 and the two exhaust valves 300 is temporarily lost. Two brake pistons 160 move upward from the operating position to the inoperative position. The lift of the two exhaust valves 300 is discarded from the valve lift profile formed by the enlarged protrusion 220 of the exhaust valve cam to a predetermined smaller valve lift profile, for example, the valve lift profile, which must be formed by the regular exhaust valve cam for engines without a motor brake system. The reset spacing 185 may vary by using an adjustable reset piston limiter 182 to satisfy a predetermined smaller valve lift profile.

After the cam rotates through the peak lift of the enlarged protrusion 220 of the exhaust valve cam, the valve beam 400 must move upward and the relief piston 165 in the valve beam 400 changes from the drain position back to the feed position. The second level pressure regulating fluid can again flow into the brake piston 160a and 160b and move it from the idle position back to the working position to form a hydraulic connection between the valve traverse 400 and the two exhaust valves 300. Therefore, movement from the lower part of the cam 230 including The small cam protrusions 232 and 233 should always be transmitted to the exhaust valves. Only movement from the top of the cam 230 should be truncated by means of a reset means 150.

FIG. 19 is a schematic diagram of an engine braking apparatus in an on position according to a second embodiment of the present invention. The only difference between this embodiment and the first embodiment is the support means 250. In this embodiment, the support means 250 is located below the valve beam 400 and between the two exhaust valves 300. The engine valve springs (outer valve springs) are not used here. Instead, a dedicated support spring 312 is used to bias the spring seat 122 toward the spring holder 302r mounted on the reset piston stopper 182, which also acts as a guide for sliding the spring seat 122. The stop piston limiter 182 may be a screw, and the spring retainer 302r may be a lock nut, so that the position of the spring seat 122 can be adjusted. A hole or slot 124 is provided in the seat 122 of the spring to prevent hydraulic lock. The valve traverse 400 is supported by a spring seat 122. A gap 234 between the valve traverse 400 and the two valves 300 is formed, and the two brake pistons 160 are not subjected to a load from the support spring 312. The operating mechanism and operation mode of this embodiment are identical to the first embodiment shown in FIGS. 18A and 18B, and are not explained. here for simplicity.

20A and 20B are schematic diagrams of an engine braking device in the off and on positions according to yet another embodiment of the present invention. The engine is an outboard camshaft engine. Therefore, the valve clearance control system moves to the side of the valve beam. A passageway 115 is provided in the valve clearance adjusting screw 110. The support shoe 114 is attached to the lower part 112 of the screw, while the upper part of the screw 110 is attracted to the beam 210 by means of a lock nut 105. It should be noted that the embodiment presented here can also be applied to the engine with the rod / tubular rod of the pusher.

Two brake pistons 160a and 160b (or simply 160) with details in FIG. 20C are slidably located in aperture 415 in valve traverse 400. The brake pistons 160 comprise a first surface 140 corresponding to a working position and a second surface 145 corresponding to a non-working position. The two surfaces are in two flat slots on the brake pistons 160 and have a height difference of 130 (FIG. 20C). The brake pistons 160 are displaced by the brake springs 177a and 177b (or simply 177) to form a gap 234 between the valve traverse 400 and the exhaust valves 300, as shown in FIG. 20A. The gap 234 is equal to or slightly greater than the difference of 130 heights. One end of the brake spring 177a sits in a spring seat 176 that is mounted on the brake piston 160a. The other end of the spring 177a sits in another spring seat 178 located in the hole 183. The spring seat 178 shown in FIG. 20C is locked at the end of the hole 183. But when the brake pistons 160 are assembled in the valve traverse 400, the spring seat 178 is usually locked by pins. 142a and 142b (or simply 142) fixed in the valve traverse 400, as shown in FIGS. 20A and 20B. A slot 137 or an axial slot through an opening 183 (FIG. 20C) is provided in the brake pistons 160, which has a width slightly greater than the width of the pins 142. The pin 142a and the slot 137 with two end surfaces 137a and 137b form a motion restriction means to control the movement of the brake piston 160a between the idle position and the working position. They also form anti-rotation means for the brake pistons 160 so that the first and second surfaces 140 and 145 are always facing down.

When engine braking is required, a flow control valve 50 is activated (FIG. 5B) to allow control fluid with a second level or higher pressure to flow through the fluid circuit of the engine brake and into the pressure chamber 425 in the valve traverse 400 (FIG. 20A). The fluid pressure overcomes the preload of the brake springs 177 and pushes the brake pistons 160 towards the exhaust valves 300. When the end surface 137b of the slot 137 (FIG. 20C) reaches the pin 142a (FIG. 20B), the brake piston 160a moves from the idle position to the working position with a working surface 140 (FIG. 20C) above the valve 300a (FIG. 20B). The gap 234 between the valve traverse 400 and the two valves 300 (FIG. 20A) is selected (eliminated or substantially reduced), and a connection is formed (FIG. 20B). As the cam 230 rotates, movement from the entire cam 230 is transmitted to the exhaust valves 300 without a reset.

When engine braking is not required, the flow control valve 50 is turned off, as shown in FIG. 5A, and the control fluid is drained from the brake fluid circuit. The pressure in chamber 425 in the valve traverse 400 (FIG. 20A) should decrease from a second level or higher to a first level or lower. The brake pistons 160 are pushed into the valve traverse 400 by the brake springs 177. When the idle surface 145 (FIG. 20C) is above the exhaust valves 300, as shown in FIG. 20A, the brake pistons 160 are in the idle position and a gap 234 is formed to allow passage movement from the bottom of the cam 230, including small protrusions 232 and 233 of the brake cam for normal engine operation.

FIG. 20D shows another brake piston assembly that may be used for the embodiment shown in FIGS. 20A and 20B. The two brake pistons 160a and 160b are biased towards each other by brake springs 177a and 177b, which are held and guided by a screw 148 and a nut 149. The idle surface 145 and the working surface 140 are cylindrical. When assembled in the valve traverse 400, the two brake pistons 160a and 160b are separated by a snap ring 159 (FIG. 20D), which can be mounted in a groove (not shown) in the center of the hole 415 (FIGS. 20A and 20B).

21A and 21B are schematic diagrams of another embodiment similar to the embodiment shown in FIGS. 20A and 20B. However, only one brake piston 160 is provided, integrated in the valve arm 400. In addition, a dedicated brake valve pusher 200b is provided that includes a dedicated brake cam 230b and a rocker 210b for opening one exhaust valve 300a for engine braking.

FIGS. 22A and 22B are schematic diagrams of a new embodiment with a hydraulic brake piston 160 integrated in a valve arm 400. The locking ball 170 is used to form a hydraulic lock when engine braking is necessary. The drain nozzle 197 is placed in the brake piston 160 to pump the captured engine oil when engine braking is turned off.

23 is a schematic diagram of another embodiment of the present invention. The engine brake activation means 100 includes a dedicated valve pusher 200b and a hydraulic system integrated in the exhaust valve mechanism. The hydraulic system includes a piston sliding device with a brake piston 160 arranged to slide in a valve traverse 400 between an inoperative position and an operating position. The brake piston 160 comprises a working surface 140 corresponding to the working position for operation in the engine braking mode. The non-working surface 145 corresponding to the non-working position for normal engine operation is located on the valve traverse 400 and is separated from the support shoe 114b by a gap 234. The gap 234 is equal to or slightly greater than the height difference 130 between the two surfaces 140 and 145. The brake piston 160 is shifted to a non-working position position by spring 177a. One end of the spring 177a is located on the brake piston 160, and the other end is in the spring seat 178b, which is fixed to the valve crosshead 400 by means of at least one screw 179. The saddle 178b is also used as a stop for the brake piston 160, which limits the length stroke of the brake piston 160.

The dedicated brake valve follower 200b includes a dedicated cam 230b, a cam follower 235b, a rocker 210b, and a clearance control system comprising an adjusting screw 110b, a lock nut 105b, and a support shoe 114b. Brake cam 230b only has small cam tabs 232 and 233 above IBC 225b for engine braking, while standard exhaust cam 230r only has regular cam tab 220r above IBC 225 for normal engine operation. Only one exhaust valve 300a is used for engine braking. An engine brake valve mechanism is formed by a dedicated brake valve follower 200b and an exhaust valve 300a.

When engine braking is required, the engine brake control means 50 is activated (FIG. 5A) to allow the engine oil to flow through the fluid circuit of the engine brake and into the pressure chamber 425 in the valve traverse 400, as shown in FIG. 23. The engine oil pressure overcomes the preload of the spring 177a and pushes the brake piston 160 out of the hole 415 in the valve traverse 400 from the retracted position to the extended position. The brake piston 160 is locked in the spring seat 178b, and the working surface 140 on the brake piston 160 is located under the support shoe 114b. Now the brake piston 160 is fully extended in the operating position, and the gap 234 in the valve braking mechanism of the engine is engaged to form a mechanical connection. All cam movement, from the dedicated brake cam 230b and the standard exhaust valve cam 230r, is transmitted to the exhaust valves 300a and 300b. There is no hydraulic compliance from the hydraulic connection used by prior art engine braking systems.

When engine braking is not required, the engine brake control means 50 is turned off (FIG. 5B), and a small (or generally zero) volume of oil is supplied to the fluid circuit of the engine brake. The oil pressure in the chamber 425 is not high enough, and the brake piston 160 is pushed into the valve beam 400 by a spring 177a. The brake beam 210b is biased towards the brake cam 230b and away from the idle surface 145 by the spring 198b. The gap 234 in the valve mechanism, as shown in FIG. 23, is formed. The brake piston is now retracted and disconnected from the dedicated brake valve follower 200b. Part of cam movement, i.e. from the protrusions 232 and 233 of the brake cam is skipped. Only movement from a standard exhaust valve cam 230r is transmitted to exhaust valves 300 for normal engine operation.

It should be noted that the drain nozzle 418 in the valve traverse 400 is optional and is used as a flow drain to more quickly turn off the motor brake or eliminate the need for the drain port 222 in FIGS. 5A and 5B, so that a two-way solenoid valve can be used to replace the three-way solenoid valve 51. A spring 198 may be required, for example, in the upper surface 215 of the rocker arm 210 to move the rocker arm 210 to the valve traverse 400 to better seal the fluid from channel 2 14 in the beam to channel 410 in the valve traverse 400.

Figa and 24B are schematic diagrams of a device for engine braking in off and on positions. This embodiment is similar to the embodiment shown in FIG. 23, except that the brake activating means 100 integrated in the valve traverse 400 is a crank system. In addition to the brake piston 160, a drive piston 164 is provided. A connection rod or crank 184 is placed between the two pistons.

When engine braking is required, engine oil flows into the pressure chamber 425 in the valve traverse 400, as shown in FIG. 24A. The engine oil pressure overcomes the preload of the spring 156 (for information on the braking activation means 100, see FIGS. 24C and 24D), and pushes the drive piston 164 out of the hole 166 in the valve traverse 400, which brings the crank 184 from the tilted position to the straight position . The brake piston 160 moves upward from the idle position to the operating position, as shown in FIG. 24B. The gap 234 between the clearance adjusting screw 110b and the brake piston 160 is selected to form a mechanical connection. All movement of the brake cam from the dedicated brake cam 230b is transmitted to the exhaust valve 300a for operation in the engine braking mode.

When engine braking is not required, a small (or generally zero) volume of oil is supplied to the fluid circuit of the engine brake. The oil pressure in the chamber 425 is not high enough, and the actuating piston 164 is pushed into the valve beam 400 by the spring 156. The crank 184 must move from the straight position back to the inclined position, and the brake piston 160 must be pushed down into the valve beam 400 by the spring 177. The gap 234, as shown in FIG. 24A, is formed, and the movement of the brake cam from the protrusions 232 and 233 of the brake cam is skipped.

25A and 25B are schematic diagrams of an engine braking activation means 100 with another crank system in and out of positions. It contains two connection rods or crank 184 and 186 and a brake piston 160 that slides in a vertical hole 190 in the brake frame 210. The upper pin 184 has two spherical ends: one engages with the spherical recess 122 in the adjusting screw 110, and the other with the other spherical recess 125 in the lower pin 186, the lower end of which sits in the third spherical recess 128 in the brake piston 160. Fig. 25A shows retracted position of the device with a crank when two pins guided in the slot 137, which is cut through the guide piston 162, are pushed to the left by the spring 156. The guide piston 162 slides in a horizontal hole 260 in the frame 210 Ormoz. A drive piston 164 is provided that slides in the guide piston 162. The slot 137 in the guide piston 162 has a width that is approximately identical to or slightly larger than the diameter of the two pins, and a length that is less than the diameter of the hole 190. There is always contact (no separation) between the brake the piston, the lower pin, the upper pin and the adjusting screw due to the lifting force of the spring 177, which is attached to the brake frame 210 with at least one screw 179.

When a motor brake is necessary, the engine braking control is activated, and the oil pressure can push both pistons 162 and 164 to the right against the preloads of the springs 156 and 177. It should be noted that the drive piston 164 can also move to the right to fix two pins or crank 184 and 186 in the upright position combined with the adjusting screw 110b and the brake piston 160, as shown in FIG. The crank device is now locked in the extended position for the working position. The crank limiter for this crank device is unique. The angle between the two pins or cranks 184 and 186 defines a height difference 130, while the angle itself is controlled by two pistons 162 and 164. The drain nozzle 168 in the guide piston 162 eliminates the hydraulic lock.

The clearance control system is included in the engine braking activation means 100. A screw 110b is attached to the brake frame 210 by means of a lock nut 105b. The two pins of the joint or crank 184 and 186 and the brake piston 160 can be moved up and down by means of an adjusting screw 110b. If required, grooves 163 and 243 may be provided to provide movement for adjusting the clearance of the system.

Similar to the braking activation means 100 shown in FIGS. 24C and 24D, the device shown in FIGS. 25A and 25B can also be integrated into various components of the valve mechanism, which means that the brake frame 210 may be a rocker or traverse of the valve.

FIG. 26 shows an embodiment of an engine braking device with braking activating means 100 shown in FIGS. 25A and 25B integrated in a dedicated brake beam 210b.

FIG. 27 shows a braking activator 100 similar to that shown in FIGS. 25A and 25B, except that the drive piston 164 is not in the guide piston 162. The guide piston 162 has a U-shaped slot 137 that guides the two cranks 184 and 186. The guide piston 162 also has a limited stroke, so that adjustment of the clearance of the brake valve becomes possible.

FIG. 28 shows another modification of the braking activation means 100 shown in FIGS. 25A and 25B. Here, only one horizontal piston 162 is used, which acts as a drive piston and a guide piston. In addition, two identical cranks 186 are used, and ball 189 is added between the two cranks. A thin washer 188 holds the ball 189 in the hole in the middle of the washer. The washer 188 is held or guided in three slots, two slots (185) in two cranks 186 and one (187) in the piston 162. According to this arrangement, the washer 188 can be moved up and down to adjust the clearance in the valves, and two cranks 186 can rotate when the drive piston 162 moves horizontally by oil pressure or spring force.

Fig. 29 shows an embodiment similar to the embodiment shown in Figs. 21A and 21B, except that the brake piston 160 integrates into the rocker arm 210, so that both of the two exhaust valves 300a and 300b are open during braking operation engine.

The brake piston 160 comprises a first surface 140 commensurate with the working position and a second surface 145 commensurate with the idle position. The two surfaces are two flat slots on the brake piston 160 and have a difference of 130 heights. The brake piston 160 is displaced into the opening 216 in the rocker arm 210 to the idle position by the brake spring 177a. One end of the brake spring 177a sits in the spring seat 176 mounted on the brake piston 160. The other end of the spring 177a sits in the other spring seat 178b, which is slidably mounted in the hole 183 in the brake piston 160. The spring saddle 178b is usually locked by a pin 142 that is locked in the rocker 210. A slot or axial slot 137 is provided through an opening 183 in the brake piston 160, which has a width slightly greater than the width of the pin 142. The pin 142 and the slot 137 form a motion limiting means to control by holding the brake piston 160 between the idle position and the working position. They also form anti-rotation means to guide the brake piston 160 so that the first and second surfaces 140 and 145 always face upwardly to the support shoe 114b.

FIG. 30 is a schematic diagram of an engine braking apparatus in an on position according to a variation of the embodiment shown in FIG. 29. There are two significant changes. First, the highlighted brake valve pusher 200b of FIG. 29 is replaced by a motor brake frame 125 mounted on an engine. Secondly, a cam 230 containing an enlarged cam projection 220 of the exhaust valve, as well as small protrusions 232 and 233 of the brake cam, are replaced by a regular cam 230r containing only the regular cam projection 220r of the exhaust valve. Therefore, the embodiment shown in FIG. 30 is for a BTEB, while the embodiment in FIG. 29 is for a CREB.

When engine braking is required, the engine brake control means 50 (FIG. 5A) is activated to allow engine oil to flow through the fluid circuit of the engine brake and into the opening 216 in the rocker arm 210. As the cam 230r pushes the rocker arm 210, rotating counterclockwise in order to open the exhaust valves 300, the brake piston 160 must move down along with the beam 210 and in the direction from the clearance adjusting screw 110b. The engine oil pressure overcomes the preload of the spring 177a and pushes the brake piston 160 from the opening 216 from the idle position to the operating position, as shown in FIG. 30. The brake piston 160 is locked in the pin 142 fixed in the beam 210, and the working surface 140 on the brake piston 160 is located under the adjusting screw 110b. As the cam 230r continues to rotate and passes the peak of the cam protrusion 220r, the rocker should rotate clockwise and the brake piston 160 should move upward towards the adjusting screw 110b. Due to the height difference 130 between the working surface 140 and the non-working surface 145, the exhaust valves 300 cannot return to their seats 320, but are left open to the BTEB. The opening of the brake valve is 330 and approximately 0.4-20 mm, much less than the usual opening of the exhaust valve (> 10 mm). According to the opening of the brake valve 330, a gap 234 is provided between the cam 230r and the cam follower 235, since the rocker 210 is also locked by the clearance adjusting screw 110b through the brake piston 160 and cannot fully return to its regular upper position. Consequently, the load during engine braking is transmitted not to the exhaust valve mechanism, for example, the rocker arm 210 and cam 230r, but to the frame 125 mounted on the engine.

When engine braking is not required, the engine brake control means 50 is turned off (FIG. 5B), and a small (or generally zero) volume of oil is supplied to the fluid circuit of the engine brake. The oil pressure in the hole 216 is not high enough to overcome the force through the spring 177a, and the brake piston 160 is pushed into the hole 216 in the idle position. The idle surface 145 is now under the valve clearance adjusting screw 110b with a regular exhaust valve clearance therebetween, and the brake piston 160 should not come into contact with the clearance adjusting screw 110b during the entire rotation of the cam. Exhaust valves 300 must return to their seats 320, and there is no gap 234 between the cam and cam follower. Now, the activation means 100 is in an idle position and is disconnected from the normal engine operation mode.

FIG. 31 is a schematic diagram of an engine braking device in an off position according to a variation of the embodiment shown in FIG. 29 when the braking activation means 100 moves to a dedicated brake beam 200b. In addition, only one valve 300a is opened for engine braking.

Fig is a schematic diagram of a device for braking the engine in the off position according to a variation of the embodiment shown in Fig. Instead of using the dedicated brake valve follower 200b, the brake valve follower of the engine brake activator 100 is integrated into the exhaust valve follower 200. The brake cam 230b and the regular cam 230r in FIG. 23 are combined into the new cam 230 shown in FIG. 32. The new cam 230 comprises small brake cam projections 232 and 233, as well as an enlarged cam projection 220 of the exhaust valve. The lower part of the enlarged cam projection 220 of the exhaust valve has a height approximately identical to the height of the small cam projections 232 and 233, while the upper part is approximately identical to the regular cam projection 220r of the exhaust valve. A spring 198e is sandwiched between the clearance adjusting screw 110 and the clearance adjusting piston 112 to prevent the exhaust valve mechanism from moving together. Another type of spring, such as a flat spring or torsion spring, can be used and placed at a different location until identical goals can be achieved. A gap 234 is defined between the clearance adjusting screw 110 and the clearance adjusting piston 112, so that part of the movement from the cam 230, including the small protrusions 232 and 233 of the brake cam, is skipped during normal engine operation.

The engine braking operation of this embodiment is similar to the embodiment shown in FIG. 23, and only the difference is described here. An exhaust valve (brake valve) 300a opens earlier through the lower part of the enlarged cam protrusion 220 through the brake support shoe 114b, while another (non-brake valve) 300b opens later through the upper part of the enlarged cam protrusion 220 through the regular support shoe 114 due to the gap 234. It is also true that the brake valve 300a must close later than the non-brake valve 300b. Consequently, a slight tilt of the valve 400 occurs, which creates an unbalanced load state when a regular support shoe 114 acts on the valve yoke 400, opening both exhaust valves 300. A universal contact pad 430 is provided between the valve yoke 400 and the valves 300 to better handle the unbalanced load to exhaust valves 300. In addition, brake load is transmitted to exhaust valve plunger 200.

The engine braking device shown in FIG. 32 can be easily converted from engine braking with pressure relief to engine braking with pumping. First, the cam 230 is replaced by the regular cam 230r shown in FIG. Secondly, the gap 234 between the clearance adjustment screw 110 and the clearance adjustment piston 112 is eliminated.

Fig. 33 is a schematic diagram of an engine braking device in an off position using the crank activation means 100 of the crank system shown in Figs. 24C and 24D.

Fig. 34 is a schematic diagram of an engine braking device in an off position according to another another embodiment of the present invention. The brake piston 160 slides in the hole 166 in the brake frame 125 (may be a rocker or a traverse of the valve). An oblique or inclined surface 140 is provided on the brake piston 160. The gap 130 between the inclined surface 140 and the brake activation lever 210 is controlled by an adjustment screw 175, which is secured to the brake frame 125 by means of a lock nut 173. When engine braking is required, oil is supplied to port 214, and the oil pressure overcomes the preload of the spring 177. The brake piston 160 is pushed to the left, and its end surface 163 is locked in front of the adjusting screw 175. Stroke 136 and tilt to the inclined surface 140 of the brake piston 160 defines an end gap 130. The brake piston 160 is guided through a pin 142 fixed in the brake frame 125, and a slot 137 is axially cut in the brake piston 160.

Fig is a schematic diagram of another engine braking device with a wedge-shaped system in the off position. The only difference from FIG. 34 is that the inclined surface 140 on the brake piston 160 is perpendicular to the brake activation mechanism 210.

Fig. 36 is a schematic diagram of an engine braking device in an off position according to another another embodiment of the present invention. The brake piston 160 slides in the hole 166 in the brake frame, here in the valve traverse 400. An oblique or inclined surface 140 is provided on the brake piston 160. The gap 130 between the inclined surface 140 and the brake activation lever 210 is controlled by an adjusting screw 175, which is secured to the valve beam 400 by means of a lock nut 173. When engine braking is required, oil is supplied to port 214, and the oil pressure overcomes the preload of the spring 177. The brake piston 160 is pushed to the left with the stroke 136. The stroke 136 and the inclination of the inclined surface 140 of the brake piston 160 determine the final romezhutok 130. Brake piston 160 is guided through a pin 142 fixed in the crosspiece 400 of the valve, and a slit 137 is cut axially in the brake piston 160.

Figa and 37B are schematic diagrams of a device for engine braking in off and on positions according to another variant implementation of the present invention. A regular exhaust valve cam 230r is used. Therefore, it is a motor brake with pumping, opening the exhaust valve for engine braking. A ball-locking device similar to the device shown in FIGS. 13A and 13B is slidably located in the valve traverse 400 and below the brake support shoe 114b.

When engine braking is required, the control means 50 is turned on (FIG. 5A) to supply engine oil to the engine brake activation means 100 through the fluid circuit of the engine brake. The oil pressure overcomes the force of the spring 177a and pushes up the brake piston 160, as well as the ball-locked piston 165. As the cam 230 rotates, the brake piston 160 must move down along with the valve traverse 400 and further away from the brake support shoe 114b. Before the cam rotation reaches the peak lift of the cam protrusion 220r, the brake piston 160 must be fully extended from the bore 190 and towards the spring retaining ring 176. When the brake piston 160 moves upward, the balls 175 contained in the brake piston 160 must align and move into the annular groove 170 in the valve traverse 400. After the balls 175 are located in the groove 170, the ball-locked piston 165 must move upward as the oil pressure overcomes the force of the spring 177. The balls 175 are fixed in the groove 170 by means of a surface with a large outer diameter of the ball-locked piston 165 to form a mechanical connection between a brake piston 160 and a valve traverse 400 (FIG. 37B). The brake piston 160 is now in an extended or operational position with a stroke 195 that exceeds the initial valve clearance 132 (FIG. 37A). After the cam rotates through the peak lift of the cam protrusion 220r, the brake piston 160 must move upward along with the valve traverse 400 as well as the exhaust valves 300. However, the brake exhaust valve 300a cannot return to the seat 320, but remains open due to mechanical connection (Fig.37B). Opening 330 of the brake valve is equal to the difference between the stroke of the brake piston 195 and the initial valve clearance 132 (FIG. 37A).

When engine braking is not required, the control means 50 is turned off (FIG. 5B), and a small (or generally zero) oil pressure acts on the ball-locked piston 165, which slides down in the brake piston 160 under the force of the spring 177. Balls 175 must move inward and from the annular groove 170, and the brake piston 160 must move down under the force of the spring 177a. The ball-locked device is now in the retracted or inoperative position, as shown in FIG. 37A, and the engine braking activation means is disconnected from the normal engine operation mode. The nozzle or bore 196 in the ball-locked piston 165 is optional and can be used to turn the engine brake off.

Fig. 38 is a schematic diagram of an engine braking device in an on position according to an embodiment that combines some of the functions shown in Fig. 32 and Figs. 37A and 37B. A brake cam 230 is used, which is identical to that shown in FIG. 32, which contains small protrusions 232 and 233 of the brake cam, as well as an enlarged protrusion 220 of the exhaust cam. A ball-locking device is used that is identical to that shown in FIGS. 37A and 37B. A new feature of this embodiment is a reset tool 150 that is included in the activation tool 100. The clearance adjusting piston 112 also acts as a reset piston to block the flow of oil into the brake piston 160 and the nozzles 196 and 197 in a ball-locking device serving as a discharge drain channel.

During operation in the engine braking mode, the oil pressure overcomes the force of the spring 177a and pushes the ball-locked device to the working position to form a mechanical connection (Fig. 38). The brake valve clearance 132 between the brake piston 160 and the support shoe 114b is slightly larger than the regular exhaust valve clearance. As the cam 230 rotates, the small protrusions 232 and 233 of the brake cam push the brake valve 300a to open due to mechanical connection. The brake valve 300b is thereby closed due to the gap 234 between the clearance adjustment screw 110 and the clearance adjustment piston 112. The lower portion of the enlarged cam protrusion 220 also opens the brake valve 300a rather than the non-brake valve 300b. But the upper part of the enlarged cam 220 must act on the valve beam 400 to open both of the two exhaust valves 300, since the gap 234 is engaged by means of the lower part of the enlarged cam protrusion 220. Therefore, the brake valve 300a opens earlier and closes later than the non-brake valve 300b. A slight slope of the valve 400 occurs, which creates an unbalanced load on the two exhaust valves 300.

The reset tool 150 is configured to solve an unbalanced load problem. When the clearance adjustment screw 110 touches the shoulder of the clearance adjustment piston 112, the gap 234 is eliminated, and the passage passage 113 in the clearance adjustment screw 110 is blocked. The oil under the brake piston 160 flows from the nozzles 196 and 197 under the load of the spring 177a. The brake piston 160 is retracted into the bore 190 and is separated from the support shoe 114b. The brake valve 300a should return to the seat 320 with a closing time identical to the closing time of the non-brake valve 300b. If the brake piston 160 is still extended without resetting, the brake shoe 114b must act on it and the brake valve 300a must close much later than the non-brake valve 300b. When the rocker arm 210 continues to rotate counterclockwise after the valves 300 are seated, the gap 234 is re-formed and the passageway 113 is opened so that the oil can refill the ball lock device. The brake piston 160 must be fully extended during the IBC 225 of the cam in front of the small protrusions 232 and 233 of the brake cam, so that their movements can be transmitted to the brake valve 300a, and the engine braking cycle is repeated. Therefore, the reset means 150 should modify the valve lift profile formed by the enlarged cam protrusion 220, rather than the profile formed by the small brake cam protrusions 232 and 233.

Fig. 39 shows another version of the embodiment of Fig. 38 with another reset means 150. The reset piston 166 is slidably mounted in the valve traverse 400 below the support shoe 114. The reset piston 166, as well as the rocker arm 210, are displaced to the valve traverse 400 by means of a spring 198 to prevent the absence of joint movement of any components of the exhaust valve mechanism. A discharge passage 167 is also added to the valve traverse 400, and there is no longer a need for a drain nozzle in the ball-locked piston 165.

When engine braking is required, control means 50 (FIG. 5A) is turned on, allowing the engine oil to flow into the reset piston 166 and the ball locking device through the brake fluid circuit, which further includes a passage 197r to the reset piston 166. The oil pressure overcomes the loads of the spring 198 and the spring 177a and pushes the reset piston 166 and the brake piston 160 up to rotate the rocker 210 counterclockwise towards the cam 230. The brake system is now in the on or operating position, as shown in FIG. 39. The brake piston 160 is locked in the snap ring 176 with a stroke 195, which occupies a gap or gap between the support shoe 114b and the brake piston 160. The reset piston has a stroke 234r corresponding to the gap 234 that is detected between the cam follower 235 and the cam 230 if the brake system is in the off position. As the cam 230 rotates, movement from the small protrusions 232 and 233 of the brake cam is transmitted to the exhaust valve 300a through the brake piston 160, the valve arm 400 and the universal contact pad 430 for operation in engine braking mode, as the brake piston 160 extends and is mechanically locked in working position by means of a piston 165 with ball locking. The movement from the small protrusions 232 and 233 of the brake cam is not transmitted to the other exhaust valve 300b due to the gap 234r between the reset piston 166 and the valve traverse 400. The oil under the relief piston 166 is repelled through the passage 197r. An accumulator may be required in the brake fluid circuit in order to absorb the flow pumped by the reset piston 166.

After the rotation of the cam enters the top of the enlarged cam protrusion 220, the reset piston 166 should touch the valve beam 400 and act on both exhaust valves 300a and 300b. But before the reset piston 166 touches the valve beam 400, it opens the passage passage 167 for the discharge, since the discharge height 131 is less than the gap 234r. The oil under the brake piston 160 is discharged from the channel 167, and the brake piston 160 is drawn into the hole 190 under the load of the spring 177a. An open brake exhaust valve 300a should return to the seat 320, and the indicated valve crosshead 400 should be aligned. An unbalanced load is absent when the relief piston 166 acts on the valve beam 400 and opens both exhaust valves 300a and 300b through the top of the enlarged cam protrusion 220. After the valves 300 are seated, the beam 210 must continue to rotate counterclockwise, and the relief piston 166 must move upward in the valve traverse 400 under oil pressure to block the discharge passage 167 so that the oil can be refilled and expel the ball device fixation. The ball locking device must be fully extended in the operating position during the IBC 225 cam in front of the small protrusions 232 and 233 of the brake cam, so that their movements can be transmitted to the brake valve 300a and the engine braking cycle is repeated.

When engine braking is not required, the control means 50 is turned off (FIG. 5B), and a small (or generally zero) volume of oil is supplied to the ball-locked device. When the reset piston 166 moves down and opens the discharge passage 167, the oil under the ball-locking device is drained and the brake piston 160 is drawn into the bore 190 under the load of the spring 177a. The reset piston 166 is biased towards the valve traverse 400 by means of a spring 198 to form a gap 234 between the cam follower 235 and the cam 230 to allow part of the cam movement, i.e. from the lower part of the cam 230, including the protrusions 232 and 233 of the brake cam. The two exhaust valves 300 must be opened by means of the top of the enlarged cam protrusion 220 through the rocker arm 210, the relief piston 166, and the valve arm 400. The retracted brake piston 160 should not touch the support shoe 114b of the brake valve clearance adjusting means during the entire cam rotation cycle. The engine brake activating means 100 is now in an idle position and is disconnected from the normal engine operation mode.

40A and 40B are schematic diagrams of an embodiment of an engine braking device similar to the embodiment shown in FIG. 39, except that a hydraulic piston 160 is used. The locking ball 170 is used for a hydraulic lock, while the reset mechanism is similar to the mechanism in Fig. 39.

CONCLUSION, RESULTS AND SCOPE

From the above description, it is obvious that the engine braking device according to the embodiments of the present invention has one or more of the following advantages compared with prior art engine braking systems:

(a) The device can be installed on all types of engines;

(b) The device has a much shorter response time (on and off);

(c) The device transfers force or load during engine braking through a mechanical coupling means that does not have the problems of high flexibility and overload associated with hydraulic means used by prior art engine brakes;

(d) The device does not have an asymmetric load on the valves or valve yoke associated with some of the prior art engine brakes;

(e) The device has fewer components, lower complexity and lower cost;

(f) The device has a mechanism for setting the clearance of the brake valve and thereby reduced technological tolerance requirements for the components of the motor brake;

(g) The device is simple in design, more reliable in operation and efficient at all engine speeds; and

(h) The device does not affect normal engine performance.

Although the above description contains many features, they should not be construed as limitations on the scope of the invention, but rather as an explanation of an example of its preferred embodiments. Many other variations are possible. For example, the engine braking device disclosed herein may be applied to a pusher rod engine instead of an engine with an outboard cam shaft. It can use one valve for engine braking instead of two valves.

In addition, the spring 198 shown in FIG. 4A and other drawings may sit at other locations or even between two components of the valve mechanism of the engine, for example between the beam 210 and the valve beam 400, if the spring force is large enough to prevent the absence of the joint stroke of the valve mechanism components during normal engine operation, and is small enough to allow activation of the engine brake activating means 100 during operation in the engine braking mode Atel. The spring 198 may also be of a type other than a coil spring, for example, be a flat or leaf spring, a wave spring or a torsion spring.

In addition, the engine brake activation means 100 can be controlled (turned on and off) by other types of control means 50, for example, from a dedicated hydraulic system, a common fuel line system, and a pneumatic system. Also, a poppet solenoid valve can be used to replace the spool valve 51 of the control means 50, as shown in FIGS. 5A and 5B.

In addition, the valve lift profile illustrated in FIG. 9 may vary. BGR lift 232v, CRB lift 233v and increased lift 220v of the main valve may be separated by separate bends or connected to each other. The stroke of the brake valve can be a motor brake with a pressure relief with a CRB bend of 233v approximately in the framework of the TDC compression plus a BGR bend of 232v approximately in the framework of the BDC intake or other types of engine braking, for example, a brake with pumping and a partial cycle with almost constant valve lift up throughout the compression. There should be no valve lift during most of the intake stroke so that the engine brake activator 100 can be changed from the retracted position to the extended position. Accordingly, the small cam protrusions 232 and 233 shown in FIG. 4A and other drawings can be combined to form a single cam protrusion with an almost constant lift during the compression stroke of the engine for a partially pumped brake. One cam protrusion can even be extended to connect to the enlarged cam protrusion 220. Now the “one” cam protrusion is actually only a transitional “ledge” to the enlarged cam protrusion 220. To summarize the above, the cam comprises at least one small protrusion, and at least one small protrusion includes a brake with pumping and a partial cycle with a constant lift.

Accordingly, the scope of the invention should not be determined by means of the illustrated embodiments, but by the appended claims and their legal equivalents.

Claims (20)

1. A device for transferring an internal combustion engine from a normal engine operation mode to an engine braking mode, the engine including an exhaust valve mechanism comprising an exhaust valve and a cam, the device comprising:
(a) an actuator having a brake piston integrated in an exhaust valve mechanism, the actuator having an inoperative position and an operating position; while in the idle position, the brake piston is retracted to form a gap between the exhaust valve and the cam, and is disconnected from the normal engine operation mode, and in the working position the brake piston is extended to open the exhaust valve for operation in the engine braking mode;
(b) a brake valve clearance adjusting mechanism for adjusting a gap formed by retracting the brake piston, and
(c) a controller for supplying control fluid to move the actuator between the inoperative position and the operating position. 2. The device according to claim 1, wherein the cam comprises a large cam protrusion and a small cam protrusion, wherein the large cam protrusion forms a large valve lift profile comprising a lower part and an upper part, the lower part having a height approximately identical to the valve lifting height, formed by a small cam protrusion, and the upper part has a profile approximately identical to the regular valve lift profile for normal engine operation. 3. The device according to claim 2, additionally containing a reset mechanism for modifying the profile of a large valve lift, while during the upper part of the profile of a large valve lift, the reset mechanism will unlock the actuator from the operating position to the idle position and reset the profile of the large valve lift to the regular valve lift profile . 4. The device according to claim 3, in which the reset mechanism comprises a drain nozzle and a reset piston, wherein the reset piston is movable between the feed position and the drain position; moreover, in the supply position, the reset piston closes the drain nozzle and allows the regulating fluid to move the brake piston from the idle position to the working position, and in the discharge position, the reset piston opens the drain nozzle and drains the regulating fluid to allow the brake piston to move from the working position to the idle position . 5. The device according to claim 1, in which the cam is a regular cam of the exhaust valve, which forms a regular valve lift for normal engine operation, the device includes a brake cam, which contains a protrusion of the brake cam for operation in engine braking mode. 6. The device according to claim 1, in which the actuator further comprises a motion restriction device for controlling the movement of the brake piston between the retracted position and the extended position. 7. The device according to any one of claims 1 to 6, in which the actuator includes a ball-locking device, which has at least two balls, a ball-locking piston and a brake piston; moreover, the device with ball locking is movable between the idle position and the working position; while in the idle position, the brake piston is retracted, and the ball-locked device is released and pushed off to disengage from the exhaust valve; in the working position, the brake piston extends, and the ball-locking device is fixed to form a connection between the exhaust valve and the cam for transmitting movement and load to the exhaust valve for operation in engine braking mode. 8. The device according to any one of claims 1 to 6, in which the actuator includes a piston sliding device that has a brake piston integrated into the exhaust valve mechanism, wherein the brake piston is movable between the non-working position and the working position; while in the idle position, the brake piston is retracted and disengaged from the exhaust valve; and in the working position, the brake piston extends to form a connection between the exhaust valve and the cam for transmitting movement and load to the exhaust valve for operation in engine braking mode. 9. The device according to any one of claims 1 to 6, in which the actuator includes a device with a crank, which contains a pin, a piston with a fixation and a brake piston; moreover, the device with the crank is movable between the idle position and the working position; while in the idle position, the brake piston is retracted, and the device with the crank unlocks and disconnects from the exhaust valve; and in the working position the brake piston extends, and the device with the crank is fixed to form a connection between the exhaust valve and the cam for transmitting movement and load to the exhaust valve for operation in engine braking mode. 10. The device according to any one of claims 1 to 6, in which the brake piston is integrated with the traverse of the exhaust valve of the exhaust valve mechanism. 11. The device according to any one of claims 1 to 6, in which the brake piston is integrated with the rocker of the exhaust valve of the exhaust valve mechanism. 12. The device according to claim 1, additionally containing a support mechanism to prevent the absence of a joint stroke of the exhaust valve mechanism due to the gap between the exhaust valve and the cam, the support mechanism comprising a support spring. 13. The device according to claim 1, in which the controller comprises an electro-hydromechanical system that contains a fluid circuit and a flow regulator, wherein the fluid circuit is formed in the actuator, and the motor and flow regulator are used to feed and stop the flow of control fluid into the actuator through the fluid circuit. 14. The device according to item 13, in which the flow controller comprises a three-way solenoid valve or a two-way solenoid valve. 15. The device according to 14, in which the three-way solenoid valve comprises:
(a) a spiral structure for controlling the on and off positions of the flow control valve;
(b) inlet port, outlet port and outlet port;
(c) a valve body having a first opening communicating with an inlet port, a second opening communicating with an exhaust port, and a third opening communicating with an output port adjacent to the spiral structure, the first opening being connected to the second opening and the second opening being connected to third hole;
(d) a first movable valve member mounted in a first opening and separating an inlet port and an outlet port;
(e) a second movable valve member mounted in the third hole and separating the outlet port and the outlet port;
(f) a connector located in a second hole between the first movable valve member and the second movable valve member; and
(g) an activation pin, wherein when the flow control valve is in the on position, the activation pin pushes the second movable element of the valve to close the flow from the outlet port to the drain port, and through the connector, the activation pin pushes the first movable element valves to open the flow from the inlet port to the outlet port. 16. The device according to clause 15, in which each of the first movable valve element and the second movable valve element comprises a cylindrical body or ball. 17. The device according to clause 15 or 16, in which the connector between the first movable valve member and the second movable valve member comprises a plunger or a pin and has one of the following connections to the first movable valve member and the second movable valve member:
(a) the connector only connects to the first movable valve member;
(b) the connector only connects to the second movable valve member;
(c) the connector is connected with both the first movable valve member and the second movable valve member;
(d) the connector is not connected to either the first movable valve member or the second movable valve member. 18. The method of transition of the internal combustion engine from the normal mode of operation of the engine to work in engine braking mode, the engine has an exhaust valve mechanism comprising an exhaust valve and a cam, in which:
(a) providing an actuator comprising a brake piston integrated in an exhaust valve mechanism, the actuator having an inoperative position and an operating position; while in the idle position, the brake piston is retracted to form a gap between the exhaust valve and the cam, and is disconnected from the normal engine operation mode, and in the working position the brake piston is extended to form a connection between the exhaust valve and the cam;
(b) provide a brake valve clearance control mechanism for adjusting a gap formed by retracting the brake piston;
(c) provide a controller for supplying control fluid to move the actuator between the inoperative position and the operating position;
(d) turn on the controller and supply control fluid to the actuator;
(e) move the actuator from the inoperative position to the operating position, occupy the gap, and form a connection between the exhaust valve and the cam;
(f) transmitting movement from the cam to the exhaust valve. 19. The method according to p, in which additionally:
(a) turn off the controller;
(b) moving the actuator from the operating position to the inoperative position and forming a gap between the exhaust valve and the cam; and
(c) they pass part of the movement from the cam while transmitting the remaining part of the movement from the cam to the exhaust valve. 20. The method according to p, in which additionally:
(a) provide a reset mechanism that includes a drain nozzle, a reset piston arranged to move between the feed position and the drain position, and a reset piston stop;
(b) turning on the controller and supplying control fluid to the reset piston and the brake piston;
(c) place the reset piston in the feed position and close the drain nozzle;
(d) moving the brake piston from the idle position to the working position;
(e) open the exhaust valve by means of a cam;
(f) stop the reset piston by the reset piston limiter, while the exhaust valve continues to move until the peak rises;
(g) reposition the reset piston from the feed position to the drain position and open the drain nozzle to drain the brake piston control fluid;
(h) moving the brake piston from the operating position to the idle position; and
(i) dropping the exhaust valve from the valve lift profile formed by the cam to a predetermined lower valve lift profile.

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