US3525317A - Vehicle engine braking system - Google Patents

Vehicle engine braking system Download PDF

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Publication number
US3525317A
US3525317A US711333A US3525317DA US3525317A US 3525317 A US3525317 A US 3525317A US 711333 A US711333 A US 711333A US 3525317D A US3525317D A US 3525317DA US 3525317 A US3525317 A US 3525317A
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Prior art keywords
engine
braking
exhaust valves
exhaust
cylinders
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US711333A
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English (en)
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Earl B Muir
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Volvo White Truck Corp
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White Motor Corp
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Assigned to VOLVO WHITE TRUCK CORPORATION reassignment VOLVO WHITE TRUCK CORPORATION ASSIGNMENT OF ASSIGNORS INTEREST. Assignors: WHITE MOTOR CORPORATION AN OH CORP.
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/06—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/04—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning exhaust conduits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2700/00—Mechanical control of speed or power of a single cylinder piston engine
    • F02D2700/04—Controlling by throttling the exhaust conduit

Definitions

  • a multiple-position switch is actuated by a [54] VEHICLE ENGINE BRAKING SYSTEM throttle pedal that is spring-loaded for retraction from an engme idling position through a series of three successive l8 Clalms, 8 Drawing Figs.
  • the multiple-position switch terminates combustion in the en- 133/99 gine to create a light braking effect which is primarily the [51] Int. esuh of friction losses in the various moving parts of the en- FOZd gine and vehicle.
  • the switch is effective to create engine braking action l83/99 holding the exhaust valves of the engine continuously in slightly open position.
  • the switch operates a butterfly valve in the ex- UNITED STATES PATENTS haust manifold of the engine to provide back pressure in the 1,518,799 12/1924 Krutina 123/97(B)UX manifold, the additional braking effect by the back pressure 1,624,525 4/1927 Beach 123/97(B)UX unexpectedly increasing the effectiveness of the braking effort 1,883,686 10/1932 Geiger l23/97(B)UX by the partially open exhaust valves.
  • the disadvantage of advancing the timing of the exhaust valves in the first system is in the necessity of providing an auxiliary control system to operate all of the exhaust valves cyclically at the advanced timing throughout a braking period.
  • Such an auxiliary control system with numerous moving parts is of substantial initial cost and requires periodic servicing.
  • the second braking system eliminates the necessity of cyclic control through the braking period but the degree to which power is absorbed depends on the magnitude of the back pressure in the exhaust manifold and trouble develops eventually if the back pressure is relatively high, for example as high as 40 p.s.i.
  • One purpose of the present invention is to avoid these disadvantages in the operation of an internal combustion engine as an auxiliary vehicle brake means.
  • Another purpose of the invention is to eliminate the necessity for the driver of a vehicle to manipulate any special or additional controls to convert the engine to braking operation. More particularly stated, the object is to make the brake system automatic in the sense that the braking action occurs automatically when desired with no need for the driver to depart from conventional driving procedure.
  • a further object of the invention is to provide what is commonly called deal man control, i.e., a fail-safe braking control that becomes immediately effective in the event that the driver becomes incapacitated or is dislodged from the drivers Seat.
  • a still further object of the preferred practice of the invention is to provide a graduated engine braking action in contrast to a conventional engine braking system in which the operator must choose between maximum engine braking action or no engine braking action at all. It is desirable to provide different degrees of retardation for different situations. For example, in anticipating a full stop at some distance ahead, a light braking action may be used for a large portion of the distance to decelerate the vehicle relatively gradually and then heavier braking action may be applied in the final approach. In using conventional mechanical hydraulic or air brakes, it is a simple matter to vary the degree of braking action as desired and the degree of braking action varies in a natural manner with the extent of movement of a manual brake control. It is highly desirable, therefore, to provide an engine braking system, the effectiveness of which varies in the same graduated manner in response to progressive movement of a brake control member.
  • the presently preferred embodiment of the invention is based on three basic discoveries which work together for the desired absorption of power by the engine.
  • the first discovery is that an internal combustion engine absorbs power for the purpose of a braking action if the various cylinders are vented by special ports or if either the intake valves or the exhaust valves of the various cylinders are prevented from closing beyond partially open positions for as long as the braking action is desired.
  • the fact that either the intake valves or the exhaust valves are continuously at least partially open eliminates the necessity for cyclic valve actuation throughout a braking period and therefore a relatively simple control arrangement may be employed.
  • the closing action of the exhaust valves is inhibited and the partially open exhaust valves admit somewhat more than the usual amount of air into the cylinders during the intake strokes of the pistons to result in greater masses of confined air at the beginning of the compression strokes. Consequently the power absorbed by the pistons on the compression strokes is increased. More important, however, power is lost by the heating of the air that escapes through the exhaust valves during the compression strokes and, of course, more power is dissipated by the escape of compressed air through the partially open exhaust valves during the expansion strokes of the pistons.
  • the second discovery is that if a second engine braking action is carried out simultaneously by employing a butterfly valve to create back pressure in the exhaust manifold, the two different engine braking actions complement each other.
  • the flow through the exhaust valves causes power absorption on the combined compression and exhaust strokes while the back pressure in the manifold causes additional power absorption by an increase in the differential between the intake and exhaust portions of the engine cycle with no interference with each other.
  • the third discovery is that the combined effect of the two complementary engine braking actions is greater than the sum of the two separate braking effects.
  • the manifold back pressure crowds more air through the partially open exhaust valves into the cylinders on the intake strokes and during the early portions of the compression strokes.
  • keeping the exhaust valves open together with maintaining elevated pressure in the exhau'st manifold results in a substantial degree of supercharging to increase the amount of power that is absorbed by the engine on the combined compression and exhaust strokes.
  • the pressure that resists the compression stroke of a piston is substan tially higher than the resisting pressure that would be created by partially open exhaust valves in the absence of manifold back pressure.
  • FIG. 1 is a graph showing cylinder pressure vs. crank angle for engine braking action that is accomplished solely by continuously at least partially opening either the intake valves or the exhaust valves;
  • FIG. 2 is a similar graph showing cylinder pressure vs. crank angle for engine braking action accomplished solely by maintaining a back pressure of approximately 20 p.s.i. in the exhaust manifold of the engine;
  • FIG. 3 is a similar graph which repeats the curves of FIGS. 1 and 2 and in addition shows cylinder pressure vs. crank angle for engine braking action accomplished by preventing complete closing of the exhaust valves and simultaneously maintaining approximately 20 p.s.i. back pressure in the exhaust manifold;
  • FIG. 4 is a graph showing the power absorbed at different engine speeds, some curves showing the power that is absorbed solely by holding the exhaust valves open to various degrees during the portion of the engine cycle when the exhaust valves are normally closed, one curve showing how power is absorbed solely by maintaining back pressure in the exhaust manifold, and still another curve showing how power is absorbed when the exhaust valves are prevented from closing completely while a back pressure is simultaneously maintained in the exhaust manifold;
  • FIG. 5 is a schematic view illustrating the presently preferred embodiment of the invention.
  • FIG. 6 is a fragmentary schematic view indicating how the arrangement shown in FIG. 5 may be modified if desired;
  • FIG. 7 is a fragmentary schematic view illustrating an embodiment of the invention which relies solely on limiting the closing action of the exhaust valves for engine braking action.
  • FIG. 8 is a similar view illustrating another embodiment of the invention.
  • FIG. 1 refers to a method of causing an internal combustion engine to absorb power solely by preventing either the intake valves or the exhaust valves of the engine from closing completely and shows how the operating cycle is carried out by two complete revolutions of the crank shaft.
  • the operating cycle of a given cylinder is divided into four parts corresponding to the four strokes of the piston in the cylinder, namely, the intake stroke which extends from top dead center at the left margin of the chart to the bottom dead center of the crank shaft that is represented by the vertical line 10; the compression stroke extending from the bottom dead center position of the crank shaft represented by the vertical line 10 to the top dead center position represented by the central vertical line 11; the expansion stroke extending from the top dead center position of the crank shaft represented by line 11 to the bottom dead center that is represented by the vertical line 12; and the exhaust stroke extending from the bottom dead center position of the crank shaft represented byvertical line 12 to the top dead center position of the crank shaft that is represented by the right end of the chart.
  • the opposite end portions of the chart that represent the intake stroke and exhaust strokes respectively are compressed horizontally.
  • a small amount of power is absorbed on the initial intake stroke and additional power is absorbed by the engine on the final exhaust stroke.
  • the substantial amount of power absorbed on the compression stroke may be measured by the area defined by the pressure curve 13 between the two vertical lines 10 and 11 and the power that is returned to the vehicle by the engine on the expansion stroke is equal to the area defined by the curve 13 between the vertical lines 11 and 12. It can be seen that the first area substantially exceeds the second area, the difference being the net power absorbed by the engine for the desired braking effect.
  • the first area on the left side of the vertical line 11 is greater than the second area on the right side of the line because the leaking exhaust valves release air from the cylinders during the compression and expansion strokes to cause the air pressure in the cylinders to drop abruptly during the first part of the expansion strokes.
  • the curve 14 represents the pressure changes in a cylinder in a cycle of operation extending over two revolutions of the crankshaft when the braking action relies solely on the maintenance of a back pressure of 20 p.s.i., in the exhaust manifold, the intake and exhaust valves operating in the normal manner.
  • the portion of the curve 14 in the third space that represents the expansion stroke is a mirror image of the portion of the curve that lies in the second space that represents the compression stroke, there being no power absorption by the combination of these two strokes.
  • the power absorbed by the engine for the desired braking effect is the power absorbed on the intake stroke plus the power absorbed on the exhaust stroke.
  • FIG. 3 includes the pressure curve 13 of FIG. 1 that represents the braking action provided solely by preventing complete closure of the exhaust valves and includes curve 14 of FIG. 2 which represents the braking effect achieved solely by maintaining approximately 20 p.s.i. back pressure in the ex haust manifold.
  • FIG. 3 shows a third pressure curve 15 which represents the composite braking effect that is obtained by holding the exhaust valves partially open during the periods when they are normally' closed and at the same time maintaining a back pressure of approximately 20 p.s.i. in the exhaust manifold.
  • the height of the peak of the new pressure curve 15 is substantially less than the height of the peak of the pressure curve 14 that represents braking action solely by maintaining back pressure in the exhaust manifold. It is to be remembered, however, that the height of the peak of the pressure curve 14 is without significance with respect to braking action because the peak is symmetrical with respect to the top dead center line 11, the power output on the expansion stroke equaling the power absorbed on the pressure stroke.
  • the peak of pressure curve 15 that represents the two simultaneous braking actions is substantially higher than the peak of pressure curve 13 and since the higher peak of the pressure curve 15 is offset to the left of the top dead center line 11 the result is a substantially greater differential between power absorption and power output on the compression and expansion strokes.
  • the difference between the areas defined by the curve 15 on the left and right sides of the top dead center line is substantially greater than the difference between the areas defined by the curve 13 on the left and right sides of the top dead center line.
  • FIG. 3 shows graphically that maintaining back pressure in the exhaust manifold while the closing action of the exhaust valves is inhibited provides the expected power absorption on the intake and exhaust strokes and in addition increases the power absorption on the compression and expansion strokes.
  • curve 18 represents the power absorbed by holding the exhaust valves open by .010
  • curve 19 represents the effect of holding the exhaust valves open by .020”
  • curve 20 shows the power absorbed when the exhaust valves are held open by .030". It is apparent from an inspection of curves 18, 19, and 20 that increasing the degrees to which the exhaust valves are held open raises the power that is absorbed in the higher ranges of engine speed but lowers the power that is absorbed in the lower ranges of engine speed. It is to be understood, of course, that all of the curves in FIG.
  • Curve 21 in FIG. 4 shows the power that is absorbed when both braking actions are employed simultaneously.
  • the exhaust valves are held continuously open by .20" and at the same time a back pressure of approximately 20 p.s.i. is maintained in the exhaust manifold.
  • FIG. 5 indicates schematically how the invention may be embodied in a truck that is powered by a diesel engine.
  • An important feature of this particular embodiment of the invention is the concept of making available different levels of power absorption typified by curves 16, 17, 19 and 21 in FIG. 4 for use selectively by the truck operator.
  • Another feature of this particular embodiment of the invention is the concept of controlling the various levels of power absorption by means of the throttle pedal, this concept making it unnecessary to add an additional control for operating the engine as an auxiliary brake.
  • Still another feature is the concept of making the engine braking operation not only automatic but also fail-safe.
  • a multiple position switch represented by the switch arm 22 is mechanically operated by the throttle pedal 24 as indicated by the dotted line 25.
  • the throttle pedal 24 is biased to retract by a suitable spring means 26, the same spring means serving to bias the switch arm 22 towards a maximum position of retraction which is labeled position No. 3.
  • the switch arm 22 Under normal driving conditions when the throttle pedal 24 is depressed to supply fuel to the engine, the switch arm 22 is depressed below the idling position that is so labeled in FIG. 5. When it is desirable to slow down the vehicle, the driver relaxes the pressure on the throttle pedal to permit the switch arm 22 to retract to a selected degree in accord with whatever degree of braking effectiveness is desired. If the throttle pedal is permitted to retract to place the switch arm 22 at position No. l in FIG. 5 the switch arm cooperates with a relatively long contact 28 to terminate combustion in the cylinders of the engine. If the switch arm 22 contracts further to position No. 2 the switch arm not only cooperates with the long contact 28 but also with a contact 30 to cause the exhaust valves of the engine to be opened to a predetermined degree while combustion is still interrupted. Finally, if the throttle pedal is permitted to retract to its limit position the switch arm 22 retracts to position No. 3 where it not only cooperates with contacts 28 and 30 but also cooperates with the third short contact 32 to create back pressure in the exhaust manifold 34
  • the switch arm 22 is in series with three switches, namely a dashboard switch 35, a clutch pedal switch 36 and a gearshift switch 38.
  • the dashboard switch 35 may be used by the driver to deenergize the braking circuit whenever desired.
  • the clutch pedal switch 36 closes only when the clutch pedal 40 is released to engage the clutch of the vehicle and the gearshift switch 38 closes only when the gearshift lever 42 is out of its neutral position.
  • FIG. 5 relates to a truck powered by a diesel engine
  • the circuit that includes the long contact 28 terminates combustion in the engine by terminating the injection of fuel into the cylinders of the engine.
  • the long contact 28 is in series with a solenoid 44 which is operatively connected by a link 45 to an arm 46 for rotating a valve member 48.
  • the fuel injectors 50 of the engine are of the hydraulic type that are operated by pressure pulses created by a fuel pump 52.
  • the plungers (not shown) of the hydraulic fuel injectors 50 serve merely as check valves in a well known manner and are actuated by hydraulic pressure pulses instead of being actuated by cams, it is not necessary to provide any special means to immobilize the injector plungers when the fuel pump is cut off.
  • valve member 48 When the valve member 48 is in the normal position shown in solid lines in FIG. 5 for normal power operation of the engine, a peripheral cavity 54 of the valve member places the output of the fuel pump 52 in communication with a passage 55 for supplying fuel to the various injectors 50.
  • the solenoid 44 When the solenoid 44 is energized, however, the valve member 48 is rotated to an alternate position indicated by dotted lines which cuts off the passage 55 and places the peripheral cavity 54 of the valve member in position to direct the output of the fuel pump 52 to a low pressure return passage 56 thereby terminating combustion in the various engine cylinders.
  • the solenoid 44 could be used to open the ignition circuit and thus automatically promote safety in the event of a crash.
  • Each of the exhaust valves 58 of the various cylinders of the engine is biased to a closed position by the usual valve spring 60 and is periodically opened by a corresponding rocker arm 62.
  • the rocker arm is actuated by a corresponding cam 64 on a cam shaft 65, the cam cooperating in the usual manner with a follower 66 on the lower end of a push rod 68.
  • an eccentric 70 corresponding to each exhaust valve is mounted on a shaft 72 that is controlled by an operating arm 74. Normally each of the eccentrics 70 is in a rotary position to provide adequate room for normal operation of the corresponding rocker arm 62.
  • a circuit is closed through a solenoid 75 that is connected by a link 76 to the operating arm 74 and the energized solenoid rotates each of the eccentrics 70 to a rotary position that blocks the return movement of the corresponding rocker arm 62. In this manner, each of the exhaust valves 58 is held continuously open to a predetermined degree as long as a braking action by the engine is desired.
  • the third contact 32 serves to energize a solenoid 78 that is connected by a link 80 to an opening arm 82, the operating arm being connected as indicated by the dotted line to a butterfly valve 84 in the exhaust manifold.
  • a butterfly valve 84 is in the open position shown in FIG. 5 to permit free outflow from the exhaust manifold 34.
  • the solenoid 78 is energized, however, the butterfly valve is swung sufficiently towards a closed position to restrict the outflow from the exhaust manifold sufficiently to create a back pressure of approximately 20 psi.
  • solenoid 75 and eccentric 70 constitutes a second control means to hold the exhaust valves partially open; and the switch arm in combination with contact 32, solenoid 78 and butterfly valve 84 constitutes a third control means to create back pressure in the exhaust manifold. It is also apparent that the throttle pedal 24 is a master control to which the first, second and third control means respond.
  • the switch arm 22 continues to cooperate with the contact 28 to prevent combustion in the cylinders of the engine and at the same time cooperates with contact 30 to hold all of the exhaust valves at partially open positions to create the engine braking effect that is represented by curve 19 in FIG. 4.
  • the switch arm 22 assumes its No. 3 position at which it cooperates with contact 28 to prevent combustion in the engine cylinders and at the same time cooperates with contacts 30 and 32 to keep the exhaust valves partially open and additionally to close the butterfly valve 84.
  • the result of moving the switch arm 22 to position No. 3 is the engine braking effectiveness that is represented by curve 21 in FIG. 4.
  • the engine braking action is automatic in the sense that the braking effect is automatically created whenever the driver releases pressure on the throttle pedal to decelerate the vehicle. Since the driver has the choice of three different degrees of braking effectiveness he can drive the truck efficiently with a degree of retardation that is appropriate for any particular situation. Since the braking action by the engine is automatic the driver is caused to rely primarily on engine braking. The conventional mechanical brakes are held in reserve for emergencies and overheating of the mechanical brakes on long runs downgrade is avoided. If the driver becomes disabled for any reason or if the driver is dislodged from the driver's seat in an accident, the engine braking system operates instantly with maximum effect.
  • the three degrees of braking action correspond to the curves 16, 19 and 21 in that order in FIG. 4. If it is desired to change this sequence, it is merely necessary to change the wiring connections to the three contacts 28, 30 and 32.
  • FIG. 6 shows the contact 30 connected to solenoid 78 instead of being connected to the solenoid 75 that shows the contact 32 connected to the solenoid 75 instead of being connected to the solenoid 78.
  • placing the switch arm 220 at its No. 2 position closes the butterfly valve 84 to create the braking effect represented by curve 17 in FIG. 4 instead of the braking effect represented by curve 19.
  • FIG. 7 indicates the construction of another embodiment of the invention in which the engine braking action is obtained solely by holding the exhaust valves of the cylinders partially open.
  • the switch arm 22b in FIG. 7 is shown at the idling position of the throttle pedal.
  • the switch arm 22b may be retracted to position No. l where the switch arm cooperates with contact 86 to energize the previously mentioned solenoid 44 for terminating combustion in the engine.
  • the switch arm 22b may be further retracted to position No. 2 where the switch arm not only cooperates with contact 86 but also cooperates with contact 88 to energize the previously mentioned solenoid 75 for holding the various exhaust valves in partially open position.
  • FIG. 8 indicates the construction of still another embodiment of the invention in which the switch arm 220 is shown at the idling position.
  • the switch arm 220 may be retracted to position No. l where it cooperates with a contact 90 to energize the solenoid 44 for terminating combustion in the engine.
  • the switch arm 22c When the switch arm 22c is retracted to the limit position which is designated position No. 2, the switch arm not only cooperates with the contact 90 but also cooperates with a contact 92 to energize the solenoid 75 for holding the exhaust valves partially open and cooperates with a third contact 94 to energize the previously mentioned solenoid 78 to close the butterfly valve 84.
  • the arrangement shown in FIG. 5 includes a normally open switch 95 which may be omitted if desired.
  • This switch is within convenient reach of the driver and when closed shunts the gear shift switch 38 to make the gear shift switch ineffective.
  • the advantage of providing switch 95 is that the driver may close it temporarily to make it easy to change gears for acceleration up a grade. To carry out such a gear shift, the driving and driven gears in the transmission must be synchronized by deceleration of the engine and in the operation of a conventional diesel truck the engine decelerates so gradually that too often the vehicle loses too much momentum before the gear shift can be made. With switch 95 closed, the driver may release the throttle pedal and place the gears in neutral to permit prompt deceleration of the engine by the engine braking system. When the engine decelerates sufficiently for the synchronism of the desired gears, the driver makes the gear change and then may restore the switch 95 to its normal open position.
  • opening ports of the respective cylinders to communication with the atmosphere for flow of gaseous fluid therethrough during at least portions of both the compression and expansion strokes of the pistons in the cylinders.
  • each valve of said one set is operated by a corresponding rocker arm and which includes the step of blocking full return movement of the various rocker arms.
  • second control means to hold the valves of at least one of said sets partially open during at least portions of both the compression and expansion strokes of the corresponding pistons during the braking period.
  • An improvement as set forth in claim 6 which includes a master control movable from a non-braking position to a first position and beyond that to another position,
  • said first control means being operable in response to movement of the master control out of said braking position to said first position and said another position.
  • said first and second control means being responsive to retraction of the throttle from said range.
  • the improvement for operating the engine as a brake comprising:
  • said throttle having a range of movement for supplying fuel to the engine at different rates and being retractable from said range to first, second and third retracted positions in a retracted range of positions;
  • first control means to terminate combustion in said cylinders for a braking period
  • third control means to restrict outflow from said exhaust manifold thereby to create back pressure in the manifold during the braking period
  • said first control means being responsive to retraction of the throttle into said retracted range
  • one of said second and third control means being responsive to retraction of the throttle from said first position to said second and third positions
  • a method of operating an internal combustion engine of second control means blocks closing movement of the set of a vehicle to absorb power for braking action wherein the valves in opposition to the springs of the set of valves.
  • each of said valves of the one set of valves is normally depressed to open position by a cam-actuated rocker arm in opposition to the valve spring;
  • said second control means holds the exhaust valves partially open and which includes a third control means to restrict outflow from the exhaust manifold without completely cutting off the outflow during the braking period thereby to create back pressure in the exhaust manifold.
  • An improvement as set forth in claim 13 which includes a master control movable from a non-braking position to first and second braking positions in sequence;
  • said first control means is operable in response to movement of said master control from said non-braking position to said first and second positions;
  • gine has a plurality of cylinders with corresponding pistons, said method characterized by the steps of:
  • venting being restricted for dissipation of power by compression of gaseous fluid in the cylinders by the pistons.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
US711333A 1968-03-07 1968-03-07 Vehicle engine braking system Expired - Lifetime US3525317A (en)

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US71133368A 1968-03-07 1968-03-07

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DE (1) DE1911351A1 (enrdf_load_stackoverflow)
FR (1) FR2003426B1 (enrdf_load_stackoverflow)
GB (1) GB1238112A (enrdf_load_stackoverflow)

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2156002A1 (de) * 1971-11-11 1973-05-17 Daimler Benz Ag Automatisches getriebe mit retarder
US3847257A (en) * 1972-03-10 1974-11-12 K Feierabend Ignition system for rotary piston combustion engines of trochoid type
US3960122A (en) * 1973-03-30 1976-06-01 Daimler-Benz Aktiengesellschaft Engine exhaust brake for otto-engines operated with gas
US4742806A (en) * 1986-09-10 1988-05-10 Tart Jr Earl D Auxiliary engine braking system
US4856474A (en) * 1987-04-09 1989-08-15 Ina Walzlager Schaeffler Kg Valve control device
US4870930A (en) * 1987-05-22 1989-10-03 Honda Giken Kogyo Kabushiki Kaisha Engine valve control apparatus
US5121723A (en) * 1991-03-29 1992-06-16 Cummins Electronics Company, Inc. Engine brake control apparatus and method
US5526784A (en) * 1994-08-04 1996-06-18 Caterpillar Inc. Simultaneous exhaust valve opening braking system
US5540201A (en) * 1994-07-29 1996-07-30 Caterpillar Inc. Engine compression braking apparatus and method
US5647318A (en) * 1994-07-29 1997-07-15 Caterpillar Inc. Engine compression braking apparatus and method
US5787858A (en) * 1996-10-07 1998-08-04 Meneely; Vincent Allan Engine brake with controlled valve closing
US5865154A (en) * 1997-02-12 1999-02-02 Williams; Frank Auxiliary brake control
US20130133965A1 (en) * 2011-11-30 2013-05-30 Martin T. Books Vehicle braking management for a hybrid power train system

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3005456A1 (de) * 1980-02-14 1981-08-20 Klöckner-Humboldt-Deutz AG, 5000 Köln Bremsvorrichtung fuer einen fahzeugviertaktmotor
DE3428627A1 (de) * 1984-08-03 1986-02-13 Daimler-Benz Ag, 7000 Stuttgart Viertakt-brennkraftmaschine
GB2540736A (en) * 2015-06-24 2017-02-01 Eaton Srl Valvetrain for diesel engine having de-compression engine brake

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2156002A1 (de) * 1971-11-11 1973-05-17 Daimler Benz Ag Automatisches getriebe mit retarder
US3847257A (en) * 1972-03-10 1974-11-12 K Feierabend Ignition system for rotary piston combustion engines of trochoid type
US3960122A (en) * 1973-03-30 1976-06-01 Daimler-Benz Aktiengesellschaft Engine exhaust brake for otto-engines operated with gas
US4742806A (en) * 1986-09-10 1988-05-10 Tart Jr Earl D Auxiliary engine braking system
US4856474A (en) * 1987-04-09 1989-08-15 Ina Walzlager Schaeffler Kg Valve control device
US4870930A (en) * 1987-05-22 1989-10-03 Honda Giken Kogyo Kabushiki Kaisha Engine valve control apparatus
US5121723A (en) * 1991-03-29 1992-06-16 Cummins Electronics Company, Inc. Engine brake control apparatus and method
US5540201A (en) * 1994-07-29 1996-07-30 Caterpillar Inc. Engine compression braking apparatus and method
US5647318A (en) * 1994-07-29 1997-07-15 Caterpillar Inc. Engine compression braking apparatus and method
US5526784A (en) * 1994-08-04 1996-06-18 Caterpillar Inc. Simultaneous exhaust valve opening braking system
US5787858A (en) * 1996-10-07 1998-08-04 Meneely; Vincent Allan Engine brake with controlled valve closing
US5865154A (en) * 1997-02-12 1999-02-02 Williams; Frank Auxiliary brake control
US20130133965A1 (en) * 2011-11-30 2013-05-30 Martin T. Books Vehicle braking management for a hybrid power train system

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FR2003426B1 (enrdf_load_stackoverflow) 1973-08-10
FR2003426A1 (enrdf_load_stackoverflow) 1969-11-07
DE1911351A1 (de) 1970-01-29
GB1238112A (enrdf_load_stackoverflow) 1971-07-07

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Owner name: VOLVO WHITE TRUCK CORPORATION, ROCKLEIGH INDUSTRIA

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST.;ASSIGNOR:WHITE MOTOR CORPORATION AN OH CORP.;REEL/FRAME:003934/0448

Effective date: 19810828