WO1999006678A1 - Valve control system for an internal combustion engine which can be switcched into drive or brake mode - Google Patents

Valve control system for an internal combustion engine which can be switcched into drive or brake mode Download PDF

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Publication number
WO1999006678A1
WO1999006678A1 PCT/DE1998/001925 DE9801925W WO9906678A1 WO 1999006678 A1 WO1999006678 A1 WO 1999006678A1 DE 9801925 W DE9801925 W DE 9801925W WO 9906678 A1 WO9906678 A1 WO 9906678A1
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WO
WIPO (PCT)
Prior art keywords
brake
camshaft
valve
camshafts
cam
Prior art date
Application number
PCT/DE1998/001925
Other languages
German (de)
French (fr)
Inventor
Volker Korte
Walter Krepulat
Martin Lechner
Christoph Steinmetz
Original Assignee
Mwp Mahle-J.Wizemann-Pleuco Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Mwp Mahle-J.Wizemann-Pleuco Gmbh filed Critical Mwp Mahle-J.Wizemann-Pleuco Gmbh
Priority to JP2000505408A priority Critical patent/JP2001512206A/en
Priority to EP98943670A priority patent/EP1000226A1/en
Priority to BR9811812-9A priority patent/BR9811812A/en
Publication of WO1999006678A1 publication Critical patent/WO1999006678A1/en

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/06—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • F01L13/0036—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque the valves being driven by two or more cams with different shape, size or timing or a single cam profiled in axial and radial direction
    • F01L13/0047—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque the valves being driven by two or more cams with different shape, size or timing or a single cam profiled in axial and radial direction the movement of the valves resulting from the sum of the simultaneous actions of at least two cams, the cams being independently variable in phase in respect of each other

Definitions

  • Valve control of an internal combustion engine that can be switched as a drive or brake
  • the invention relates to a valve control of an internal combustion engine which can be switched as a drive or a brake according to the preamble of claim 1.
  • a corresponding valve control is shown in Fig. 4 of EP 458857. It is hereby expressly incorporated by reference and is considered part of the present disclosure.
  • Three valves are arranged in a cylinder head, an intake valve, an exhaust valve and a decompression valve which is only open when the engine brake is activated and which connects to the exhaust system. Each valve is operated via its own camshaft.
  • a switchable plunger sits between the decompression valve and the assigned camshaft, which transmits the cam movement to the decompression valve only in engine braking mode.
  • the disadvantage of the described engine brake is that, depending on the speed, a non-controllable braking power is provided which is essentially determined by the stroke volume, towing power and by the design of the valves, the valve train and the brake flap.
  • the present invention is therefore concerned with the problem of valve control as a drive or Brake switchable internal combustion engine to adapt the braking power provided by an engine brake to different requirements. This problem is solved by the characterizing features of claim 1.
  • Brake cam shaft is to be understood here as meaning both an additional camshaft and one or more brake cams arranged coaxially on the main camshaft and adjustable in their phase position.
  • the brake camshaft can be switched on in a known manner by reducing the valve clearance or by means of a switchable valve lever or tappet, as in EP 458857.
  • Gearboxes for changing the relative phase position of camshafts are known for varying the charge exchange. B. from EP 396280 and EP 202682.
  • Controlling the engine braking power by adjusting the engine brake flap installed in the exhaust tract is also known. However, only a part of the braking power delivered by the engine brake can be controlled.
  • a further part of the braking power can be variably adjusted by the present invention.
  • the desired braking power is set by setting the corresponding phase shift. If only a small braking power is required, the valve causing the decompression either opens well before TDC or only after TDC, so that part of the compression work is not applied in the first case and is recovered by expansion in the second case before decompression begins.
  • a particularly advantageous embodiment of the invention is specified by claim 2.
  • Cams of both shafts assigned to each other act on only one, two common levers. No switching device is then required to switch on the brake valve, the brake camshaft becomes effective solely through the phase shift between the two camshafts or remains ineffective in a certain range of the phase shift.
  • both shafts run roughly in phase, both cams try to contact the valve lever at the same time.
  • the cam of the brake camshaft does not make contact with the valve lever, since the lever is rotated by the cam of the main camshaft out of the effective range of the cam of the brake camshaft.
  • Fig. 1 shows a schematic diagram of the valve control according to the invention
  • Fig. 2 shows the phase position of the main cam and brake cam in engine operation
  • Fig. 3 shows the phase relationship of the main cam and brake cam in braking operation
  • Fig. 4 shows the arrangement of a coaxially adjustable in its phase position brake cam on the main camshaft in cross section.
  • the brake flap in the exhaust system that is regularly present in engine brake systems is not shown in the drawing.
  • FIGS. 2 and 3 each show the opening curve of the exhaust valve as a function of the crankshaft angle in the upper area, and the relative position of the camshafts to one another in the lower area.
  • the dotted curve shows the opening curve of the exhaust valve generated by the brake camshaft.
  • a valve lever 4 which can be actuated by a main camshaft 5 and a brake camshaft 6.
  • the phase position of both camshafts can be rotated with respect to one another by a phase adjustment gearbox P (indicated by arrows to the camshafts starting from P).
  • the brake camshaft 6 is ineffective because both Rotate shafts 5 and 6 in phase and the cam 7 of the main camshaft 5 lifts the valve lever 4 so far that the clearance S is present between the cam 8 of the brake camshaft 6 and the valve lever 4.
  • phase shift Ph of the brake camshaft 6 With a phase shift Ph of the brake camshaft 6, the cam 8 also takes effect.
  • the phase shift Ph between the main camshaft 5 and the brake camshaft 6 is set so that the brake camshaft 6 actuates the exhaust valve 3 at approximately the end of the compression stroke in order to achieve the maximum braking power.
  • the braking power of the motor brake can be adapted to the respective requirements by varying the phase shift Ph.
  • the valve lever can also be fork-shaped, with both camshafts engaging different forks.
  • One camshaft can also contact the valve lever from below and the other from above.
  • Fig. 2 is the phase position of the cams in engine operation
  • FIG. 4 shows the arrangement of a brake cam 6, 8, which is displaceable in its phase position by a phase adjustment gear P, on a main camshaft 5.
  • the cam of the main camshaft has the reference number 7.

Abstract

The invention relates to a valve control system for an internal combustion engine which can be switched into a drive or brake mode, comprising both a brake-camshaft and a main camshaft acting upon the exhaust valves. The aim of the invention is to adapt engine braking power to various requirements. To achieve this the two camshafts are arranged in such a way as to enable phase displacement in relation to each other using a phase adjustment mechanism. When only a low braking power is required, decompression occurs clearly before or only after top dead centre so that part of the compression work does not need to be conducted in the first case and is recovered by means of expansion in the second case.

Description

Ventilsteuerung einer als Antrieb oder Bremse schaltbaren Brennkraftmaschine Valve control of an internal combustion engine that can be switched as a drive or brake
Die Erfindung betrifft eine Ventilsteuerung einer als Antrieb oder Bremse schaltbaren Brennkraftmaschine nach dem Oberbegriff des Anspruchs 1.The invention relates to a valve control of an internal combustion engine which can be switched as a drive or a brake according to the preamble of claim 1.
Eine entsprechende Ventilsteuerung ist in Fig. 4 der EP 458857 dargestellt. Auf diese wird hiermit ausdrücklich Bezug genommen und sie wird als Bestandteil der vorliegenden Offenbarung betrachtet. In einem Zylinderkopf sind drei Ventile angeordnet, ein Einlaßventil, ein Auslaßventil und ein ausschließlich bei Zuschaltung der Motorbremse geöffnetes Dekompressionsventil , das eine Verbindung zum Abgastrakt herstellt. Jedes Ventil wird über eine eigene Nokkenwelle betätigt. Zwischen dem Dekompressionsventil und der zugeordneten Nockenwelle sitzt ein schaltbarer Stößel, der ausschließlich im Motorbremsbetrieb die Nockenbewegung auf das Dekompressionsventil überträgt.A corresponding valve control is shown in Fig. 4 of EP 458857. It is hereby expressly incorporated by reference and is considered part of the present disclosure. Three valves are arranged in a cylinder head, an intake valve, an exhaust valve and a decompression valve which is only open when the engine brake is activated and which connects to the exhaust system. Each valve is operated via its own camshaft. A switchable plunger sits between the decompression valve and the assigned camshaft, which transmits the cam movement to the decompression valve only in engine braking mode.
Nachteil der beschriebenen Motorbremse ist es, daß drehzahlabhängig eine im wesentlichen vom Hubvolumen, Schleppleistung und von der Auslegung der Ventile, des Ventiltriebs und der Bremsklappe bestimmte, nicht regelbare Bremsleistung bereitgestellt wird.The disadvantage of the described engine brake is that, depending on the speed, a non-controllable braking power is provided which is essentially determined by the stroke volume, towing power and by the design of the valves, the valve train and the brake flap.
Die vorliegende Erfindung beschäftigt sich daher mit dem Problem, bei der Ventilsteuerung einer als Antrieb oder Bremse schaltbaren Brennkraftmaschine die von einer Motorbremse bereitgestellte Bremsleistung an unterschiedliche Erfordernisse anzupassen. Dieses Problem wird gelöst durch die kennzeichnenden Merkmale des Anspruchs 1.The present invention is therefore concerned with the problem of valve control as a drive or Brake switchable internal combustion engine to adapt the braking power provided by an engine brake to different requirements. This problem is solved by the characterizing features of claim 1.
Unter Auslaßventilen sind dabei auch Dekompressionsventile zu verstehen. Unter Bremsnockenweile ist hierbei sowohl eine zusätzliche Nockenwelle als auch ein bzw. mehrere auf der Hauptnockenwelle koaxial, in ihrer Phasenlage verstellbar angeordnete Bremsnocken zu verstehen. Vorteilhafte Weiterbildungen sind Gegenstand der Unteransprüche.Exhaust valves are also to be understood as decompression valves. Brake cam shaft is to be understood here as meaning both an additional camshaft and one or more brake cams arranged coaxially on the main camshaft and adjustable in their phase position. Advantageous further developments are the subject of the subclaims.
Prinzipiell ist es auch vorstellbar, den Druckabbau mit Hilfe eines Einlaßventils anstatt eines Auslaßventils zu erzielen.In principle, it is also conceivable to achieve the pressure reduction using an inlet valve instead of an outlet valve.
Das Zuschalten der Bremsnockenwelle kann auf bekannte Art und Weise über eine Verkleinerung des Ventilspiels oder mittels schaltbarer Ventilhebel bzw. Stößel wie in der EP 458857 erfolgen.The brake camshaft can be switched on in a known manner by reducing the valve clearance or by means of a switchable valve lever or tappet, as in EP 458857.
Getriebe zur Änderung der relativen Phasenlage von Nockenwellen sind zur Variation des Ladungswechsels bekannt, so z. B. aus der EP 396280 und der EP 202682.Gearboxes for changing the relative phase position of camshafts are known for varying the charge exchange. B. from EP 396280 and EP 202682.
Eine Steuerung der Motorbremsleistung durch Verstellung der im Abgastrakt installierten Motorbremsklappe ist ebenfalls bekannt. Dabei kann jedoch nur ein Teil der durch die Motorbremse gelieferten Bremsleistung gesteuert werden.Controlling the engine braking power by adjusting the engine brake flap installed in the exhaust tract is also known. However, only a part of the braking power delivered by the engine brake can be controlled.
Durch die vorliegende Erfindung wird ein weiterer Teil der Bremsleistung variabel einstellbar. Die Einstellung der gewünschten Bremsleistung erfolgt dabei durch Einstellung der entsprechenden Phasenverschiebung. Wenn nur eine geringe Bremsleistung erforderlich ist, öffnet das die Dekompressi- on bewirkende Ventil entweder schon deutlich vor OT oder erst nach OT, sodaß ein Teil der Kompressionsarbeit im ersten Fall nicht aufgebracht wird und im zweiten Fall durch Expansion zurückgewonnen wird, bevor die Dekompression einsetzt .A further part of the braking power can be variably adjusted by the present invention. The desired braking power is set by setting the corresponding phase shift. If only a small braking power is required, the valve causing the decompression either opens well before TDC or only after TDC, so that part of the compression work is not applied in the first case and is recovered by expansion in the second case before decompression begins.
Eine besonders vorteilhafte Ausführung der Erfindung wird durch Patentanspruch 2 angegeben. Dabei wirken einander zugeordnete Nocken beider Wellen auf nur einen, beiden gemeinsamen Hebel . Es ist dann keine Schaltvorrichtung zum Zuschalten des Bremsventils nötig, die Bremsnockenwelle wird allein durch die Phasenverschiebung zwischen beiden Nockenwellen wirksam bzw. bleibt in einem bestimmten Bereich der Phasenverschiebung unwirksam.A particularly advantageous embodiment of the invention is specified by claim 2. Cams of both shafts assigned to each other act on only one, two common levers. No switching device is then required to switch on the brake valve, the brake camshaft becomes effective solely through the phase shift between the two camshafts or remains ineffective in a certain range of the phase shift.
Im Motorbetrieb laufen beide Wellen etwa gleichphasig, beide Nocken versuchen gleichzeitig, den Ventilhebel zu kontaktieren. Der Nocken der Bremsnockenwelle kontaktiert jedoch nicht den Ventilhebel, da dieser durch den Nocken der Hauptnockenwelle aus dem Wirkungsbereich des Nockens der Bremsnockenwelle gedreht wird.When the engine is running, both shafts run roughly in phase, both cams try to contact the valve lever at the same time. However, the cam of the brake camshaft does not make contact with the valve lever, since the lever is rotated by the cam of the main camshaft out of the effective range of the cam of the brake camshaft.
Im Bremsbetrieb erfolgt eine Phasenverschiebung zwischen Bremsnockenwelle und Hauptnockenwelle, die Bremsnocke tritt aus dem "Schatten" der Hauptnocke hervor und bewirkt ein Öffnen des Auslaßventils, wobei der Zeitpunkt vom Maß der Phasenverschiebung abhängt.In braking operation, there is a phase shift between the brake camshaft and the main camshaft, the brake cam emerges from the "shadow" of the main cam and causes the exhaust valve to open, the point in time depending on the extent of the phase shift.
Wenn das Auslaßventil auch bei UT öffnen soll, um die Kompressionsarbeit im Motorbremsbetrieb durch Aufladung durch den an der Bremsklappe anstehenden Druck wie in der EP 458857 beschrieben zu erhöhen, so sind auf der Bremsnockenwelle zwei Nocken vorzusehen, deren Abstand so zu wählen ist, daß im Motorbetrieb beide gleichzeitig - infolge des am Ventilhebel angreifenden Hauptnockens - wirkungslos sind, d. h. daß die Nocken der Bremsnockenwelle zusammen eine kleinere Öffnungsdauer als der Hauptnocken aufweisen müssen .If the exhaust valve is also to open at UT in order to increase the compression work during engine braking by charging through the pressure at the brake flap as described in EP 458857, then two cams must be provided on the brake camshaft, the spacing of which should be chosen so that in Engine operation both at the same time - due to the main cam engaging the valve lever - are ineffective, ie the cams of the brake camshaft together have a shorter opening time than the main cam have to .
Die Erfindung wird im folgenden anhand eines Ausführungs- beispiels beschrieben. Es zeigtThe invention is described below using an exemplary embodiment. It shows
Fig. 1 eine Prinzipdarstellung der erfindungsgemäßen VentilsteuerungFig. 1 shows a schematic diagram of the valve control according to the invention
Fig. 2 die Phasenlage von Hauptnocken und Bremsnocken im MotorbetriebFig. 2 shows the phase position of the main cam and brake cam in engine operation
Fig. 3 die Phasenlage von Hauptnocken und Bremsnocken im BremsbetriebFig. 3 shows the phase relationship of the main cam and brake cam in braking operation
Fig. 4 die Anordnung eines koaxial in seiner Phasenlage verstellbaren Bremsnockens auf der Hauptnockenwelle im Querschnitt.Fig. 4 shows the arrangement of a coaxially adjustable in its phase position brake cam on the main camshaft in cross section.
Die bei MotorbremsSystemen regelmäßig vorhandene Bremsklappe im Abgastrakt ist nicht zeichnerisch dargestellt.The brake flap in the exhaust system that is regularly present in engine brake systems is not shown in the drawing.
In den Figuren 2 und 3 ist jeweils im oberen Bereich die Öffnungskurve des Auslaßventils als Funktion des Kurbelwellenwinkels, im unteren Bereich die relative Lage der Nokkenwellen zueinander dargestellt. Die punktierte Kurve zeigt die von der Bremsnockenwelle erzeugte Öffnungskurve des Auslaßventils.FIGS. 2 and 3 each show the opening curve of the exhaust valve as a function of the crankshaft angle in the upper area, and the relative position of the camshafts to one another in the lower area. The dotted curve shows the opening curve of the exhaust valve generated by the brake camshaft.
Bei einem Hubkolbenmotor 1 mit einem Einlaßventil 2 und einem Auslaßventil 3 wird das Auslaßventil 3 über einen Ventilhebel 4 betätigt, der von einer Hauptnockenwelle 5 und einer Bremsnockenwelle 6 betätigt werden kann. Beide Nokkenwellen können durch ein Phasenverstellgetriebe P in ihrer Phasenlage gegeneinander verdreht werden (angedeutet durch von P ausgehende Pfeile zu den Nockenwellen) . Im Motorbetrieb ist die Bremsnockenwelle 6 wirkungslos, da beide Wellen 5 und 6 gleichphasig drehen und der Nocken 7 der Hauptnockenwelle 5 den Ventilhebel 4 so weit anhebt, daß zwischen dem Nocken 8 der Bremsnockenwelle 6 und dem Ventilhebel 4 das Spiel S vorliegt.In a reciprocating piston engine 1 with an intake valve 2 and an exhaust valve 3, the exhaust valve 3 is actuated via a valve lever 4 which can be actuated by a main camshaft 5 and a brake camshaft 6. The phase position of both camshafts can be rotated with respect to one another by a phase adjustment gearbox P (indicated by arrows to the camshafts starting from P). In engine operation, the brake camshaft 6 is ineffective because both Rotate shafts 5 and 6 in phase and the cam 7 of the main camshaft 5 lifts the valve lever 4 so far that the clearance S is present between the cam 8 of the brake camshaft 6 and the valve lever 4.
Bei einer Phasenverschiebung Ph der Bremsnockenwelle 6 wird auch der Nocken 8 wirksam. Im Motorbremsbetrieb wird - zur Erzielung der maximalen Bremsleistung - die Phasenverschiebung Ph zwischen Hauptnockenwelle 5 und Bremsnockenwelle 6 so eingestellt, daß die Bremsnockenwelle 6 das Auslaßventil 3 etwa am Ende des Kompressionshubs betätigt. Durch Variation der Phasenverschiebung Ph kann die Bremsleistung der Motorbremse an die jeweiligen Erfordernisse angepaßt werden.With a phase shift Ph of the brake camshaft 6, the cam 8 also takes effect. In engine braking operation, the phase shift Ph between the main camshaft 5 and the brake camshaft 6 is set so that the brake camshaft 6 actuates the exhaust valve 3 at approximately the end of the compression stroke in order to achieve the maximum braking power. The braking power of the motor brake can be adapted to the respective requirements by varying the phase shift Ph.
Der Ventilhebel kann auch gabelförmig ausgebildet sein, wobei beide Nockenwellen an unterschiedlichen Gabeln angreifen. Ebenso kann eine Nockenwelle den Ventilhebel von unten und die andere von oben kontaktieren.The valve lever can also be fork-shaped, with both camshafts engaging different forks. One camshaft can also contact the valve lever from below and the other from above.
In Fig. 2 ist die Phasenlage der Nocken im Motorbetrieb, inIn Fig. 2 is the phase position of the cams in engine operation, in
Fig. 3 die Phasenlage der Nocken im Motorbremsbetrieb dar- o gestellt. Eine Phasenverschiebung Ph von 90 zwischen beiden Nockenwellen entsprechend einem Kurbelwellenwinkel von o 180 ist erkennbar.3 shows the phase position of the cams in engine braking mode. A phase shift Ph of 90 between the two camshafts corresponding to a crankshaft angle of o 180 can be seen.
In Fig. 4 ist die Anordnung eines in seiner Phasenlage durch ein Phasenverstellgetriebe P verschiebbaren Bremsnokkens 6,8 auf einer Hauptnockenwelle 5 dargestellt. Der Nokken der Hauptnockenwelle hat das Bezugszeichen 7. FIG. 4 shows the arrangement of a brake cam 6, 8, which is displaceable in its phase position by a phase adjustment gear P, on a main camshaft 5. The cam of the main camshaft has the reference number 7.

Claims

Patentansprüche claims
Ventilsteuerung einer als Antrieb oder Bremse schaltbaren Brennkraftmaschine mit mindestens einer, ausschließlich im Motorbremsbetrieb wirksamen Bremsnockenwelle (6) und mindestens einer Hauptnockenwelle (5), wobei beide Nockenwellen (5,6) zumindest auf Auslaßventile (3) wirken, gekennzeichnet durch die MerkmaleValve control of an internal combustion engine that can be switched as a drive or brake with at least one brake camshaft (6) that is only effective in engine braking mode and at least one main camshaft (5), both camshafts (5,6) acting at least on exhaust valves (3), characterized by the features
- beide Nockenwellen (5,6) sind durch ein Phasenver- stellgetriebe P gegeneinander phasenverschiebbar angeordnet- Both camshafts (5, 6) are arranged to be phase-shiftable with respect to one another by means of a phase adjustment mechanism P.
- die Phasenverschiebung ist stufenlos oder in mehreren Stufen einstellbar- The phase shift can be adjusted continuously or in several stages
- der Verstellbereich des Phasenverstellgetriebes P o beträgt mindestens 50 Nockenwinkel.- The adjustment range of the phase adjustment gear P o is at least 50 cam angles.
Ventilsteuerung nach Anspruch 1, gekennzeichnet durch die MerkmaleValve control according to claim 1, characterized by the features
- einander zugeordnete Nocken (7,8) beider Nockenwellen (5,6) wirken über einen gemeinsamen Hebel (4) auf mindestens ein Auslaßventil (3)- Associated cams (7,8) of both camshafts (5,6) act on a common lever (4) on at least one exhaust valve (3)
- im Motorbetrieb laufen beide Nockenwellen (5,6) gleichphasig, sodaß nur der Nocken (7) der Hauptnockenwelle (5) auf den Hebel (4) wirkt- In engine operation, both camshafts (5,6) run in phase, so that only the cam (7) of the main camshaft (5) acts on the lever (4)
- im Motorbremsbetrieb laufen beide Nockenwellen (5,6) mit Phasenverschiebung, wobei auch der Nocken (8) gegenüber dem Ventilhebel (4) wirksam wird- In engine braking mode, both camshafts (5, 6) run with a phase shift, the cam (8) also being effective with respect to the valve lever (4)
- der Verstellbereich des Phasenverstellgetriebes be- o trägt mindestens 90 Nockenwinkel. - The adjustment range of the phase adjustment gear is at least 90 cam angles.
PCT/DE1998/001925 1997-08-01 1998-07-06 Valve control system for an internal combustion engine which can be switcched into drive or brake mode WO1999006678A1 (en)

Priority Applications (3)

Application Number Priority Date Filing Date Title
JP2000505408A JP2001512206A (en) 1997-08-01 1998-07-06 Valve control for internal combustion engine switchable as drive or brake device
EP98943670A EP1000226A1 (en) 1997-08-01 1998-07-06 Valve control system for an internal combustion engine which can be switcched into drive or brake mode
BR9811812-9A BR9811812A (en) 1997-08-01 1998-07-06 Valve control system of an internal combustion machine that can be connected as a drive or as a brake

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19733322.2 1997-08-01
DE1997133322 DE19733322A1 (en) 1997-08-01 1997-08-01 Valve control of an internal combustion engine that can be switched as a drive or brake

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WO1999006678A1 true WO1999006678A1 (en) 1999-02-11

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PCT/DE1998/001925 WO1999006678A1 (en) 1997-08-01 1998-07-06 Valve control system for an internal combustion engine which can be switcched into drive or brake mode

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EP (1) EP1000226A1 (en)
JP (1) JP2001512206A (en)
BR (1) BR9811812A (en)
DE (1) DE19733322A1 (en)
WO (1) WO1999006678A1 (en)

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DE10116300A1 (en) 2001-03-31 2002-10-02 Mahle Ventiltrieb Gmbh Device for actuating the gas exchange valves of an internal combustion engine and method for handling this device
EP1649148B1 (en) 2004-07-17 2006-12-13 MAHLE Ventiltrieb GmbH Control device for a valve, particularly a gas exchange valve of an internal combustion engine
DE102006002145A1 (en) * 2006-01-17 2007-07-19 Daimlerchrysler Ag Gas exchange valve actuating device
DE102007007758A1 (en) * 2007-02-16 2008-08-21 Mahle International Gmbh Valve drive of a reciprocating internal combustion engine
DE102007038078A1 (en) * 2007-08-11 2009-02-12 Daimler Ag Gas exchange valve actuating device
DE102017201343A1 (en) 2017-01-27 2018-08-02 Mahle International Gmbh Valve gear for a reciprocating internal combustion engine and method for valve control in a reciprocating internal combustion engine

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EP0458857A1 (en) 1989-02-15 1991-12-04 Volvo Ab A method and a device for engine braking a four stroke internal combustion engine.
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EP0202682A2 (en) 1985-05-22 1986-11-26 Bayerische Motoren Werke Aktiengesellschaft, Patentabteilung AJ-3 Device for the relative angle modification of a drive shaft, especially of the crankshaft of an internal-combustion engine, more especially for valves
EP0458857A1 (en) 1989-02-15 1991-12-04 Volvo Ab A method and a device for engine braking a four stroke internal combustion engine.
EP0396280A1 (en) 1989-05-03 1990-11-07 Jaguar Cars Limited Camshaft drive mechanisms
EP0818612A1 (en) * 1996-07-10 1998-01-14 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Engine brake operating device

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DE19733322A1 (en) 1999-02-04
EP1000226A1 (en) 2000-05-17
BR9811812A (en) 2000-08-15
JP2001512206A (en) 2001-08-21

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