WO2012126166A1 - Dispositif de frein moteur positionné par une tige de soupape - Google Patents

Dispositif de frein moteur positionné par une tige de soupape Download PDF

Info

Publication number
WO2012126166A1
WO2012126166A1 PCT/CN2011/002184 CN2011002184W WO2012126166A1 WO 2012126166 A1 WO2012126166 A1 WO 2012126166A1 CN 2011002184 W CN2011002184 W CN 2011002184W WO 2012126166 A1 WO2012126166 A1 WO 2012126166A1
Authority
WO
WIPO (PCT)
Prior art keywords
brake
valve
engine
reset
brake piston
Prior art date
Application number
PCT/CN2011/002184
Other languages
English (en)
Chinese (zh)
Inventor
杨洲
Original Assignee
奚勇
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 奚勇 filed Critical 奚勇
Publication of WO2012126166A1 publication Critical patent/WO2012126166A1/fr

Links

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
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/12—Transmitting gear between valve drive and valve
    • F01L1/18—Rocking arms or levers
    • F01L1/181—Centre pivot rocking arms
    • 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
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/08—Shape of cams
    • 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
    • F01L13/06—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
    • F01L13/065—Compression release engine retarders of the "Jacobs Manufacturing" type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/04—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation using engine as brake
    • 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
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/20—Adjusting or compensating clearance
    • 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
    • F01L2305/00—Valve arrangements comprising rollers
    • 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
    • F01L2820/00—Details on specific features characterising valve gear arrangements
    • F01L2820/03—Auxiliary actuators
    • F01L2820/033—Hydraulic engines

Definitions

  • This invention relates to the field of machinery, and more particularly to the field of valve actuation for vehicle engines, and more particularly to an engine brake device that is positioned by a valve stem.
  • Engine braking can be divided into compression release type braking and deflation type braking.
  • the engine's compression-release brake opens the exhaust valve at the end of the engine piston compression stroke and closes the exhaust valve in the early stages of the expansion stroke (generally before the exhaust valve opens normally).
  • a precedent for a compression-release type of brake device is disclosed by Cummins in U.S. Patent No. 3,220,392, 1965.
  • the brake system passes the mechanical input through the hydraulic circuit to the exhaust valve to be opened.
  • the hydraulic circuit typically includes a primary piston that reciprocates within the primary piston bore from a mechanical input of the engine, such as the motion of the engine fuel injection cam or the movement of an adjacent exhaust cam.
  • the movement of the primary piston is transmitted by hydraulic fluid to the secondary piston on the hydraulic circuit to reciprocate within the secondary piston bore, and the secondary piston acts directly or indirectly on the exhaust valve to produce valve actuation of the engine brake operation.
  • the deflated brake of the engine is that the exhaust valve maintains a small amount of constant opening (partial periodic bleed brake) in part of the cycle, in addition to the normal opening, or during the period of the non-exhaust stroke (intake stroke, compression) Stroke, and expansion stroke) maintain a small amount of constant opening (full cycle bleed brake).
  • the main difference between the partial cycle bleeder brake and the full cycle bleeder brake is that the former does not slam the exhaust valve during most of the intake stroke.
  • the inventors have provided related descriptions and examples for the deflated engine braking system and method in U.S. Patent No. 6,594,996.
  • the main difference between the compression release type brake and the deflated type brake of the engine There are two main differences between the compression release type brake and the deflated type brake of the engine.
  • the main difference between the first point is that the opening phase (braking time) of the brake exhaust valve is different.
  • the brake exhaust valve of the full cycle bleeder brake is always open and therefore does not involve the opening time.
  • the opening time of the brake exhaust valve of the partial cycle bleed type brake is late in the intake stroke of the engine; and the opening time of the brake exhaust valve of the compression release type brake is at the later stage of the compression stroke of the engine, Partial cycle
  • the brake-exhaust valve of the air brake is opened much later, so the load to be opened is much larger.
  • the second difference is that the opening height of the brake exhaust valve (brake valve rise) is different.
  • the brake valve of the brake valve of the deflated brake is approximately 0.5 to 1.0 mm (typically less than 1. 0 let), and the brake valve of the brake exhaust valve of the compression release type brake
  • the lift is approximately 2. 0 to 3. 5mm (the brake valve of the hydraulic brake is generally greater than 2. 0mm.
  • the above difference results in different design requirements and braking performance.
  • the compression release type brake power is greater than the deflated brake
  • the brake opening load of the deflated brake is much smaller than that of the compression release type brake.
  • the deflated brake device must be used in combination with the exhaust brake device (such as the exhaust butterfly valve), and the compression release brake device can be used alone. (The exhaust brake is not necessarily required).
  • a precedent for the engine full cycle bleed brake system is disclosed by Muir in 1970 in U.S. Patent No. 3,525,317.
  • the brake system divides the engine brake into three gears.
  • the first gear is the braking caused by the friction loss caused by the engine and the moving parts of the vehicle.
  • the second gear is the full cycle bleed brake generated by keeping the exhaust valve of the engine continuously for a small amount of constant opening.
  • the third gear is to add an exhaust butterfly valve based on the full-cycle deflation brake of the second gear to generate a combined brake.
  • an integrated rocker brake system with a valve lift reset mechanism is disclosed to solve the asymmetric load and brake valve caused by opening a single valve (internal valve) during braking.
  • the lift curve is larger than the lift curve of the non-brake valve (external valve) or the conventional valve (the opening is larger, the closing is later).
  • the valve lift reset mechanism resets or retracts the brake piston in the rocker arm before the brake valve reaches the maximum brake valve rise, so that the brake valve returns to the valve seat before the main valve action starts, and the valve bridge returns to the horizontal position.
  • the rocker arm balances the brake valve (internal valve) and the non-brake valve (external valve) to eliminate any asymmetrical loads.
  • its valve lift reset mechanism does not work reliably and is not easy to install and commission.
  • a device that uses a double rocker to open a single valve brake is disclosed in Jan. 7, Jan., J. J., and Mestrik, in US Patent No. 7,392,772.
  • a dedicated brake rocker is added to the side. Brake pistons and brake control valves are added to the conventional exhaust rocker arm.
  • the brake piston in the conventional exhaust rocker arm is moved from the retracted inoperative position to the extended operating position and is coupled to the dedicated brake rocker arm.
  • Dedicated brake cam drives a dedicated brake rocker.
  • the dedicated brake rocker oppresses the brake piston.
  • the brake piston then pushes the exhaust rocker arm to open an exhaust valve brake below the exhaust rocker arm.
  • the advantage of this brake system is the use of dedicated brake cams and dedicated brake rockers to optimize brake power.
  • the disadvantage is that the entire brake system is too complicated, taking up too much installation space, the exhaust rocker arm is too bulky, its moment of inertia is too large, and it is subjected to a large lateral load during braking.
  • the engine brake device positioned by the valve stem is described in the prior art as a single rocker open valve (or single valve).
  • the engine has complex braking system, unreliable valve lift reset mechanism, is not easy to install and debug, and has a cumbersome mechanism, a large space and a brake eccentric load.
  • the engine brake device positioned by the valve stem of the present invention comprises a brake drive mechanism and a brake control mechanism disposed on the engine, wherein the engine includes a valve drive chain, and the valve drive chain includes a a cam, a rocker arm and a valve, the valve is arranged There is a valve stem, wherein the brake driving mechanism comprises a brake piston cylinder sleeve and a brake piston, and the brake piston cylinder sleeve is disposed at one end of the rocker arm.
  • the lower side, the brake piston cylinder a brake piston hole is disposed in the lower side of the sleeve, the brake piston is slidably disposed in the brake piston hole, and a brake device positioning hole is disposed in the lower end surface of the brake piston.
  • the brake positioning hole is sleeved on the upper end of the valve stem, and the brake control mechanism controls the non-operating position or the operating position of the brake piston in the brake piston hole.
  • the brake driving mechanism includes an oil supply mechanism, and the oil supply mechanism includes an oil supply passage and a one-way oil supply valve, and the outlet of the oil supply passage and the brake piston The hole is connected, the one-way oil supply valve is disposed between the oil supply passage and the brake piston hole, or in the oil supply passage, and the oil flow direction of the one-way oil supply is from the oil supply passage into the brake piston hole.
  • the brake control mechanism includes a hydraulic pressure generating device, and the hydraulic pressure generating device includes a hydraulic control valve and a brake fluid network, and the brake fluid network is in communication with the brake piston hole.
  • the brake control mechanism includes an exhaust brake, the exhaust brake has a closed position and an open position, in which the exhaust brake interrupts or limits airflow in the exhaust pipe of the engine, This causes the exhaust back pressure of the engine to rise.
  • the brake driving mechanism further includes a pre-tensioning spring, and the pre-tensioning spring is disposed in one of the following manners, or adopts a combination of two or more of the following placement modes. To set:
  • One end of the pretensioning spring is placed on the engine, and the other end is placed on the rocker arm;
  • the pretensioning spring is placed between the push rod and the rocker arm of the engine
  • the preload spring is placed between the brake piston and the brake piston cylinder sleeve - 4.
  • the pretensioning spring is placed between the rocker arm and the brake piston cylinder liner;
  • the pretensioning spring is placed between the valve and the brake piston cylinder liner;
  • the preload spring is placed between the valve and the brake piston.
  • the reset valve is one of the following mechanisms or a combination of any two or more of the following:
  • the brake driving mechanism further includes an anti-rotation mechanism, and the anti-rotation mechanism limits the rotation of the movable piston sleeve of the IJ.
  • the brake drive mechanism further includes a pressure relief mechanism, and the pressure relief mechanism limits the oil pressure in the brake piston bore to a predetermined value.
  • the working principle of the invention is: when the engine brake is required, the brake control mechanism is opened, and the brake control mechanism controls the brake piston in the brake drive mechanism to move from the retracted non-operating position to the extension in the brake piston bore The operating position.
  • the low-pressure engine oil of the engine supplies oil from the oil supply passage to the brake piston, and locks the brake piston in the operating position.
  • the exhaust valve is driven to open by the extension of the brake piston or by the exhaust back pressure in the exhaust pipe of the engine to generate engine braking.
  • the brake load is transmitted to the cam by the exhaust valve through the brake piston, the brake piston cylinder sleeve and the rocker arm.
  • the effect of the present invention is positive and significant compared to the prior art.
  • the invention integrates the entire brake mechanism into the existing valve drive chain of the engine, utilizes the wide rod positioning of the valve, has a compact structure, reduces the weight and height of the engine, simplifies the engine brake device, and increases the reliability of the engine operation.
  • Sexuality and durability solve the technical problems existing in the prior art, such as complicated system, heavy structure, large space occupation and brake eccentric load.
  • Figure 1 is a schematic illustration of a first embodiment of an engine brake device positioned by a valve stem of the present invention in an "off" position of the engine brake.
  • Figure 2 is a schematic illustration of the first embodiment of the engine brake device positioned by the valve stem of the present invention with the engine brake in the "on" position.
  • Figure 3 is a schematic illustration of the brake control mechanism of the present invention in the "on" position.
  • Figure 4 is a schematic illustration of the brake control mechanism of the present invention in the "off" position.
  • Fig. 5 is a view showing a conventional valve motion curve and an engine brake valve movement curve of the engine exhaust valve of the present invention.
  • Figure 6 is a schematic illustration of a second embodiment of the engine brake device positioned by the valve stem of the present invention in an "off" position of the engine brake.
  • Figure 7 is a schematic illustration of a second embodiment of the engine brake device positioned by the valve stem of the present invention with the engine brake in the "on" position.
  • the first embodiment of the engine brake device of the present invention positioned by the valve stem is in its "off” and “open” positions, respectively.
  • the exhaust valve actuator 200 and the exhaust valve mechanism 300 form an exhaust valve drive train.
  • the exhaust valve actuator 200 includes a cam 230, a cam follower 235 and a rocker arm 210.
  • the rocker arm 210 drives only one exhaust valve 3001 (single rocker arm is open and wide).
  • a valve clearance adjustment system is typically provided at one end of the rocker arm 210 (on the side close to the valve or on the side near the cam). Since the present embodiment employs an overhead cam, the valve clearance adjusting system employs a valve clearance adjusting screw 1 10 disposed on the side of the valve 3001, and the wide-width adjusting screw 110 is fixed to the rocker arm 210 by the locking nut 105.
  • the valve clearance adjusting screw 1 10 is connected to the elephant foot pad 1 14 .
  • the rocker arm 210 is swingably mounted on the rocker shaft 205.
  • the exhaust valve 3001 is placed over the valve seat 320 in the engine block 500 by a valve spring 3101 to prevent the flow of gas (air during engine braking) between the engine cylinder and the exhaust manifold 600.
  • the exhaust valve actuator 200 transmits the mechanical movement of the cam 230 to the exhaust valve 3001 to be periodically opened and closed.
  • the cam 230 of the present embodiment has an enlarged boss 220 on the inner base circle 225 which is mainly used for the normal operation of the engine.
  • the enlarged boss 220 is larger than the conventional (without engine brake) exhaust boss.
  • the reason for the increase is that the brake cam is integrated with the conventional cam, and the cam 230 integrated with the conventional cam also has a small boss 232 and a small boss 233 for engine braking.
  • the bottom portion of the enlarged boss 220 In the conventional (ignition) operation of the engine, in order to skip the brake small boss 232 and the small boss 233, the bottom portion of the enlarged boss 220 must be increased by approximately the same height as the small boss 232 and the small boss 233.
  • the top is equivalent to a conventional exhaust boss.
  • the small boss 232 is used for exhaust gas recirculation during braking, and the small boss 233 is used for compression release.
  • Figure 5 shows in detail the valve lift curve generated by the cam 230.
  • the brake drive mechanism 100 includes a brake piston cylinder liner 400 and a brake piston 160.
  • Brake piston The cylinder liner 400 is located below the rocker arm 210, and the upper surface of the brake piston cylinder liner 400 abuts against the lower surface of the footpad 14.
  • a brake piston bore 190 is disposed under the brake piston cylinder liner 400.
  • a brake piston 160 is slidably disposed within the brake piston bore 190.
  • a brake device positioning hole 191 is disposed in the lower end surface of the brake piston 160, and the brake device positioning hole 191 is sleeved on the valve stem of the exhaust valve 3001. Therefore, the entire engine brake is positioned by the ceramic rod.
  • the brake piston 160 is movable relative to the upper and lower positions between the inoperative position (Fig.
  • the positioning pin 142 fixed in the brake piston cylinder liner 400 and the limiting groove 137 on the brake piston 160 form a limiting mechanism.
  • the limit mechanism can control the maximum stroke of the brake piston 160.
  • the pressure relief hole 152 may also be added to the limiting groove 137 of the brake piston 160 to form a pressure relief mechanism.
  • a preload spring 198 is disposed between the exhaust rocker arm 2] 0 and the engine.
  • the pretension spring 198 biases the rocker arm 210 against the brake piston cylinder liner 400 such that a brake gap 134 is formed between the cam follower wheel 235 at the other end of the exhaust rocker arm 210 and the inner base circle 225 of the cam 230.
  • the function of the brake gap 134 is to skip the small boss 232 and the small boss 233 above the cam 230 during engine ignition (non-braking) operation.
  • the preload spring 198 can be a leaf spring and other forms of spring.
  • the pretensioning spring 198 can also use different arrangements, such as between the push rod of the pusher engine and the rocker arm 21 0, the brake piston 160 and the brake piston cylinder liner 400, the rocker arm 21 0 and the brake Between the piston cylinder sleeves 400, between the valve 3001 and the brake piston cylinder liner 400, and between the valve 3001 and the brake piston 160. It can also be a combination of the above arrangements.
  • the preload spring 198 maintains a brake gap 134 (Fig. 1) or 234 (Fig. 2) formed inside the exhaust valve drive train to eliminate non-following and shock inside the exhaust valve drive train.
  • the brake drive mechanism 100 also includes an oil supply mechanism.
  • the oil supply mechanism includes an oil supply passage and a one-way oil supply valve 172.
  • the one-way oil supply valve 172 is disposed between the oil supply passage and the brake piston hole 190, and may also be installed in the brake piston cylinder liner 400 or even disposed within the oil supply passage.
  • Oil supply passage The one-way oil supply valve 172 supplies oil to the brake piston 160.
  • the oil supply passage includes an axial bore 211 and a radial bore 212 in the rocker shaft 205, a slit 213 and an oil passage 214 in the rocker arm 210, and an oil passage 1 15 in the adjusting screw 110.
  • the outlet of the oil supply passage is connected to the brake piston hole 190.
  • the one-way oil supply 172 allows only the low pressure lubricating oil of the engine to enter the brake piston bore 190 from the oil supply passage.
  • the reset valve of the valve lift reset mechanism 150 is located between the rocker arm 210 and the brake piston cylinder liner 400, including a reset piston 170, a reset oil passage 412, and a reset oil passage 415 located within the brake piston cylinder liner 400. And a reset screw 1 102 that is secured to the rocker arm 210 by a nut 1052.
  • the overflow area of the reset oil passage 412 or the reset oil passage 415 is smaller than the flow passage area of the oil inlet.
  • the reset oil passage 412 is in communication with the reset oil passage 415, and the reset piston 170 is disposed between the reset oil passage 412 and the reset oil passage 415, and the reset piston 170 is movable between the oil discharge position and the oil supply position. In the drain position (Fig. 1), the reset piston 170 opens the reset oil passage 415, which will be in the oil supply position (Fig. 2), resetting the valve to close the reset oil passage 415.
  • a valve lift reset mechanism is disposed at the extended portion 2102 of the rocker arm 210.
  • the valve lift reset mechanism includes an adjustment screw 1 102 that is positioned above the reset piston 170 to adjust the reset distance 131 therebetween.
  • the reset distance 131 is designed such that when the reset piston 170 is in the oil drain position (Fig. 1), the adjustment screw 1102 is not touched throughout the rotation period of the cam 230. This greatly reduces the operating frequency of the valve lift reset mechanism 150, increasing reliability and durability.
  • the brake control mechanism 50 of the present embodiment is a hydraulic pressure generating device including a hydraulic control valve 51 and a brake fluid network.
  • the brake fluid network is connected to the oil supply passage of the brake drive mechanism 100. That is, the hydraulic control valve 5] supplies oil to the brake drive mechanism 100 through the brake fluid network.
  • the oil enters the brake piston bore 190 through the one-way valve 172.
  • the oil pressure overcomes the force of the pretension spring 198, pushing the brake piston cylinder 400 upward, causing the rocker arm 210 to rotate counterclockwise until the cam follower wheel 235 comes into contact with the inner base circle 225 of the cam 230.
  • the brake gap 134 (Fig.
  • the reset screw 1102 pushes the reset piston 170 down within the brake piston cylinder 400 and opens the reset oil passage 415 to unload the oil.
  • the brake piston 160 moves from the extended operating position to the retracted inoperative position within the brake piston cylinder liner 400, and a portion of the enlarged conventional boss 220 of the cam 230 is lost, increasing the conventional
  • the enlarged conventional valve lift curve generated by the boss 220 is reset to the conventional valve lift curve generated by the conventional boss of the engine.
  • the above process forms a braking cycle. This braking cycle is repeated until the brake control mechanism 50 is closed.
  • the hydraulic control valve 51 discharges oil (three-way solenoid valve) or stops oil supply (if a two-way solenoid valve is used).
  • the valve lift reset mechanism 150 unloads oil once in each engine cycle, the unloaded oil is not replenished, and the hydraulic link between the brake piston 160 and the brake piston cylinder liner 400 is eliminated, and the inside of the valve drive chain is eliminated.
  • the gap 134 is reformed, The movement of the brake boss 232 and the brake boss 233 is skipped and is not transmitted to the exhaust valve 3001, and the braking operation of the engine is released to return to the normal operating state of the engine. The braking cycle is terminated.
  • the brake control mechanism of the present invention is in the "on” and “off” positions, respectively. Since the present invention employs the valve lift reset mechanism 150, the two-position three-way hydraulic control valve 51 in the brake control mechanism 50 can be simplified as a two-way solenoid valve. That is to say, only the oil inlet hole 11 1 is required, and the oil discharge hole 222 is not required.
  • Fig. 5 is a view showing a conventional valve movement curve and an engine brake valve movement curve of the engine brake valve lift reset device of the present invention.
  • the exhaust valve lift curve in Fig. 5 further illustrates the operation of the first embodiment.
  • the normal valve lift curve for conventional (ignition) operation of the engine is 220m.
  • the conventional wide-lift curve 220m has a starting point of 225a and an ending point of 225b, and its maximum lift is roughly 220b.
  • the increased valve lift curve 220v (including the increased conventional wide curve 220e and brake valve lift curves 232v and 233v)
  • the large valve lift curve 220v has a starting point of 225d and an ending point of 225c, and its highest lift is the sum of 220a and 220b.
  • the valve lift curve cycles between 0 and 720 °.
  • Fig. 1 As shown in Fig. 1, at the time of normal operation of the engine, the bottom of the cam 230 (including the brake boss 232 and the brake boss 233) is skipped due to the gap 134 inside the exhaust valve drive chain, and only the enlarged The top of the conventional boss 220 is transferred to the gas valve 300, producing a conventional valve lift curve 220m (Fig. 5), which is the same as the conventional (without engine brake) valve lift curve of the engine.
  • the transition point of the bottom 220a and the top 220b of the enlarged conventional valve lift curve 220e generated by the enlarged conventional boss 220 is 220t.
  • the height 232p of the bottom portion 220a is the same as or slightly larger than the brake lands 232v and 233v generated by the cam bosses 232 and 233, and the top portion 220b is larger than the conventional valve lift curve 220m. To the same.
  • the mechanical movement of the cam's brake boss 232 and brake boss 233 and the enlarged conventional boss 220 may be transmitted to the exhaust valve 300.
  • the broadening curve of the engine brake operation depends on the presence or absence of the valve lift reset mechanism 150. If the engine brake reset mechanism 150 (Figs. 1 and 2) is included, then the engine brake valve rises and no weight before the reset point 220r (between 220t and 220e, greater than the brake valve rises 232v and 233v) The mechanism is the same (Fig. 5).
  • the valve will be lowered from the reset point 220r on the enlarged conventional valve lift curve 220e to the point 220s on the conventional valve lift curve 220m, and finally returned to the valve seat at the end point 225b ( Zero end point), which is much ahead of the end point 225c when there is no valve lift reset mechanism. Therefore, during the top 220b of the increased conventional valve lift curve 220e, the wide lift mechanism 150 reduces the increased conventional valve lift curve 220e to the conventional valve lift curve 220m. This reduces the lift of the valve at the top dead center position of the engine piston at 360 °, avoids the collision of the valve with the piston, increases the braking power, and reduces the temperature inside the cylinder.
  • the second embodiment of the engine brake device of the present invention positioned by the valve stem is in its "off” and “open” positions, respectively.
  • the main difference between this embodiment and the first embodiment is the cam 230, the brake control mechanism 50, and the valve lift reset mechanism 150.
  • the cam 230 of the present embodiment is a conventional engine exhaust cam, and the inner base circle 225 of the cam 230 has only the exhaust boss 220, and no brake boss is added. Therefore, when the engine is operating normally (fire), there is no brake clearance inside the exhaust valve drive train, and there is no need to pre-tension the spring to maintain the clearance. However, a brake spring 1 77 is added between the brake piston 160 and the brake piston cylinder sleeve 400 to assist in opening the exhaust valve 3001 during braking.
  • the brake control mechanism 50 of the present embodiment includes an exhaust brake device such as an exhaust butterfly 700.
  • the exhaust butterfly valve 700 includes a valve plate 702 that rotates about a valve shaft 704.
  • the drive unit 750 of the brake control mechanism 50 turns off and on the exhaust brake device 700 (such as a butterfly valve) according to a control signal given by the control unit 800.
  • Actuating the reset piston 170 in the valve lift reset mechanism 150 of the present embodiment is a reset spring 2103 that is fastened to the rocker arm 210 by a nut 105.
  • the reset reed 2103 can be a stamped piece having a free end divided into two parts.
  • the intermediate portion 2105 is horizontally rotated at an angle of almost 90 degrees from the vertical direction to form a reset spacing 131 with the reset piston 170.
  • the two portions 2104 continue downwardly to cooperate with the right end surface of the brake piston cylinder liner 400 to form an anti-rotation mechanism that limits the rotation of the brake piston cylinder liner 400.
  • the anti-rotation mechanism for limiting the rotation of the brake piston cylinder liner 400 may be other methods.
  • a stop pin may be disposed in the brake piston cylinder liner 400 to increase the spring seat of the exhaust valve 3001. The position groove, the stop pin and the stop groove form an anti-rotation mechanism.
  • the brake control mechanism 50 When engine braking is required, the brake control mechanism 50 is opened, the exhaust brake device 700 is closed, the airflow within the exhaust tailpipe 710 is interrupted or restricted, and the engine exhaust pipe (including exhaust gas) upstream of the exhaust brake device 700
  • the exhaust back pressure in the tube 610, the exhaust pipe 620, and the exhaust pipe 630, etc. rises to a predetermined value of the design. This predetermined value is related to engine speed, exhaust valve spring force, and other engine design parameters.
  • the exhaust cam 230 When the engine cylinder pressure is low and the exhaust back pressure is high (near the end of the intake stroke, at this time, the exhaust cam 230 is located on the inner base circle 225, and the exhaust rocker arm 210 and the brake piston cylinder liner 400 are relatively stationary.
  • the position of the exhaust back pressure acting on the exhaust valve 3001 overcomes the force of the exhaust valve spring 3101 and the cylinder pressure, causing the exhaust valve 3001 to rebound a small amount to open 330 (Fig. 7).
  • the brake piston 160 located on the exhaust valve 3001 follows the exhaust valve 3001 in the brake piston bore 190 and moves downward from the retracted inoperative position (Fig. 6) to the extended operating position (Fig. 7).
  • a brake gap 234 is formed between the moving piston 160 and the brake piston cylinder liner 400.
  • the low-pressure engine oil of the engine enters the brake piston bore 190 from the oil supply passage through the one-way oil supply wall 1 72, filling the brake gap 234.
  • the oil pressure simultaneously pushes the reset piston 170 upward from the oil discharge position to the oil supply position, and closes the reset oil passage 415.
  • a hydraulic link is formed between the brake piston 160 and the brake piston cylinder liner 400.
  • the brake piston 160 is hydraulically locked in the extended operating position, and the inner exhaust valve 3001 that opens the reverse jump is held against the falling. Return to valve seat 320. From the end of the intake stroke of the engine, through the entire compression stroke and most of the power stroke, the inner exhaust valve 3001 is always kept at a small constant opening (gap 330), resulting in a deflated engine brake.
  • the brake load is transmitted from the inner exhaust valve 3001 through the brake piston 160, hydraulic link 234.
  • the brake piston cylinder liner 400 and the rocker arm 210 are transmitted to the cam 230 at the position of the inner base circle 225.
  • the cam 230 drives the rocker arm 210 to rotate clockwise and the brake piston cylinder sleeve 400 to move downward.
  • the distance (reset distance) 131 between the horizontal section 2105 of the reset reed 2103 and the reset piston 170 is reduced to zero.
  • the reset piston 170 is pushed down within the brake piston cylinder liner 400, opening the reset oil passage 415 to unload oil.
  • the brake piston 160 moves from the extended operating position to the retracted inoperative position within the brake piston cylinder liner 400 (the force of the exhaust valve spring 31 01 is much greater than the brake spring 177) due to valve bounce The part of the brake valve is lost and returns to the normal valve lift curve.
  • the cam 230 is rotated past the conventional exhaust boss 220, back to the inner base circle 225, and the braking cycle begins from the beginning and is repeated until the brake control mechanism 50 is closed.
  • the exhaust brake device 700 (butterfly valve) is opened, the airflow in the exhaust tail pipe 710 is not restricted, and the engine exhaust pipe upstream of the exhaust brake device (the exhaust pipe 610, the exhaust pipe 620, and the exhaust pipe)
  • the exhaust back pressure in the tube 630, etc. is lowered, the exhaust valve cannot be reversely opened (the force of the exhaust valve spring 3101 is much larger than the brake spring 177), and the brake piston 160 is retracted in the piston hole of the wide bridge.
  • the non-operating position (Fig. 6), the engine exits the braking state and returns to the ignition state.
  • the engine brake device and method proposed by the present invention can be used not only for an overhead cam engine but also for a pusher engine; not only can generate a deflated engine brake (including partial cycle and full cycle deflation) Type engine brakes) can also produce compression-release engine brakes (with and without exhaust gas recirculation).
  • engine brakes can also be different. It can be hydraulic, that is to say, hydraulically linked, like the conventional hydraulic engine brakes; it can also be solid-chain, that is, mechanically linked by solids.
  • the reset valve of the valve lift reset mechanism may take different forms, including a lift plunger valve or a sliding plunger valve formed by a reset piston, and a lift ball formed by a reset valve ball.
  • the reset position of the exhaust valve lift is at the top of the valve lift, that is, above the brake lift.
  • the one-way fuel supply valve may be a ball valve or other types of valves, such as a disc valve.
  • the one-way fuel supply valve can also be installed in different positions.
  • brake pistons can be varied, such as "H” and "T”.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Valve Device For Special Equipments (AREA)

Abstract

La présente invention porte sur un dispositif de frein moteur positionné par une tige de soupape. Le dispositif est utilisé dans un moteur ayant un seul culbuteur pour ouvrir une seule soupape et comprend un mécanisme d'entraînement de frein (100) et un mécanisme de commande de frein. Le mécanisme d'entraînement de frein (100) comprend une chemise de cylindre de piston de frein (400), un piston de frein (160) et un mécanisme de réajustement de levée de soupape (150). La chemise de cylindre de piston de frein (400) est placée sous un culbuteur (210). Le piston de frein (160) est disposé dans un trou de piston de frein (190) formé sur la face latérale inférieure de la chemise de cylindre de piston de frein (400). Un trou de positionnement de dispositif de frein (191) est formé sur la surface d'extrémité inférieure du piston de frein (160) et il est emmanché sur la tige de la soupape. Le mécanisme de réajustement de levée de soupape (150) peut être ouvert et ferme en fonction de la distance entre le culbuteur (210) et la chemise de cylindre de piston de frein (400), de telle sorte que la levée de la soupape est réajustée. Le mécanisme de commande de frein permet au mécanisme d'entraînement de frein (100) de se déplacer entre une position inactive et une position active. L'ensemble du mécanisme de frein est intégré dans une chaîne cinématique d'entraînement de soupape de moteur déjà existante, de telle sorte que le dispositif présente une structure compacte et peut être monté et réglé commodément. Il en résulte que le poids et la hauteur du moteur sont réduits, que le dispositif de frein moteur est simplifié et que la fiabilité et la durabilité du moteur sont améliorées.
PCT/CN2011/002184 2011-03-24 2011-12-26 Dispositif de frein moteur positionné par une tige de soupape WO2012126166A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN201110072988.9 2011-03-24
CN201110072988.9A CN102691542B (zh) 2011-03-24 2011-03-24 一种由气门阀杆定位的发动机制动装置

Publications (1)

Publication Number Publication Date
WO2012126166A1 true WO2012126166A1 (fr) 2012-09-27

Family

ID=46857251

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2011/002184 WO2012126166A1 (fr) 2011-03-24 2011-12-26 Dispositif de frein moteur positionné par une tige de soupape

Country Status (2)

Country Link
CN (1) CN102691542B (fr)
WO (1) WO2012126166A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103939172A (zh) * 2013-12-27 2014-07-23 中国第一汽车股份有限公司 一种独立凸轮式发动机制动装置
KR20170055990A (ko) * 2014-09-18 2017-05-22 이턴 에스알엘 엔진 제동용 로커 암 조립체
CN106150589B (zh) 2015-04-28 2019-01-15 上海尤顺汽车部件有限公司 一种单气门压缩释放型阀桥制动装置及方法
CN110486113A (zh) * 2019-08-19 2019-11-22 上海尤顺汽车部件有限公司 一种发动机气门驱动机构

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN201372829Y (zh) * 2009-04-07 2009-12-30 奚勇 摇臂-阀桥组合式发动机制动装置
US20100006062A1 (en) * 2008-07-09 2010-01-14 Zhou Yang Engine braking apparatus with mechanical linkage and lash adjustment
CN102102559A (zh) * 2011-03-10 2011-06-22 奚勇 一种压缩释放型发动机制动方法和装置
CN202017536U (zh) * 2011-03-16 2011-10-26 奚勇 利用阀桥产生发动机制动的装置
CN202017535U (zh) * 2011-03-10 2011-10-26 奚勇 压缩释放型发动机制动装置
CN202090975U (zh) * 2011-03-24 2011-12-28 奚勇 由气门阀杆定位的发动机制动装置
CN202140128U (zh) * 2011-02-25 2012-02-08 奚勇 集成式的泄气型发动机制动装置

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1969207A4 (fr) * 2005-12-28 2012-03-07 Jacobs Vehicle Systems Inc Procede et systeme pour frein a cycle de resistance de fuite partielle
CN101338691B (zh) * 2008-08-19 2012-09-26 杨柳 用于发动机制动的装置和方法
CN101392667B (zh) * 2008-10-30 2013-02-27 杨柳 使用单阀和阀桥的发动机制动装置和方法
CN101769186B (zh) * 2009-01-05 2012-12-05 杨柳 带有双油压控制阀的发动机制动装置和方法
CN101769185B (zh) * 2009-01-05 2012-07-25 杨柳 带有机械链接的集成式发动机制动装置及用来改变发动机气阀运动的方法

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20100006062A1 (en) * 2008-07-09 2010-01-14 Zhou Yang Engine braking apparatus with mechanical linkage and lash adjustment
CN201372829Y (zh) * 2009-04-07 2009-12-30 奚勇 摇臂-阀桥组合式发动机制动装置
CN202140128U (zh) * 2011-02-25 2012-02-08 奚勇 集成式的泄气型发动机制动装置
CN102102559A (zh) * 2011-03-10 2011-06-22 奚勇 一种压缩释放型发动机制动方法和装置
CN202017535U (zh) * 2011-03-10 2011-10-26 奚勇 压缩释放型发动机制动装置
CN202017536U (zh) * 2011-03-16 2011-10-26 奚勇 利用阀桥产生发动机制动的装置
CN202090975U (zh) * 2011-03-24 2011-12-28 奚勇 由气门阀杆定位的发动机制动装置

Also Published As

Publication number Publication date
CN102691542A (zh) 2012-09-26
CN102691542B (zh) 2015-08-26

Similar Documents

Publication Publication Date Title
WO2012109780A1 (fr) Procédé et dispositif de repositionnement d'une tige de soupape faisant appel à un frein moteur
EP2427642B1 (fr) Système d'actionnement à programme variable et mouvement perdu pour freinage de moteur et ouverture d'échappement d'air précoce
EP2711512B1 (fr) Procédé et dispositif de freinage de culbuteur de type à réinitialisation
CN112074654B (zh) 具有致动电磁阀的空转排气摇杆发动机制动系统及操作方法
US7909015B2 (en) Apparatus and method for engine braking
US9429051B2 (en) Compression-release engine brake system for lost motion rocker arm assembly and method of operation thereof
CN106150589B (zh) 一种单气门压缩释放型阀桥制动装置及方法
JP5350235B2 (ja) 可変弁作動装置及びエンジンブレーキ
JP6030058B2 (ja) エンジン・ブレーキと正出力エンジン併用の空動きバルブ作動システム
KR101101556B1 (ko) 고정시간 밸브 구동을 위한 로스트 모션 시스템 및 방법
WO2012119282A1 (fr) Procédé et appareil de freinage de moteur à compression-décompression
KR20070070013A (ko) 부분 사이클 블리더 브레이크를 위한 방법 및 시스템
US20050274341A1 (en) Rocker arm system for engine valve actuation
KR20120011311A (ko) 전용 로커 아암 엔진 브레이크
WO2014047643A1 (fr) Frein culbuteur à perte de mouvement intégrée avec réenclenchement automatique
US20140182533A1 (en) Valve actuation mechanism and automotive vehicle comprising such a valve actuation mechanism
CN102459830A (zh) 单排气气门桥制动方法和系统
WO2012113126A1 (fr) Procédé et dispositif de freinage d'un moteur intégré de type à évacuation d'air
WO2011056821A1 (fr) Frein moteur monté sur culbuteur
WO2012126166A1 (fr) Dispositif de frein moteur positionné par une tige de soupape
CN202090975U (zh) 由气门阀杆定位的发动机制动装置
WO2012129753A1 (fr) Dispositif de freinage de moteur intégré
CN104420908B (zh) 一种产生发动机辅助气门运动的驱动机构
CN103835780B (zh) 一种发动机辅助气门运动装置
WO2014015292A2 (fr) Systèmes et procédés d'ajustement de jeu hydraulique dans un moteur à combustion interne

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 11861664

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 11861664

Country of ref document: EP

Kind code of ref document: A1