EP0608520A1 - Frein moteur pour moteur 4 temps de véhicule utilitaire - Google Patents

Frein moteur pour moteur 4 temps de véhicule utilitaire Download PDF

Info

Publication number: EP0608520A1
Authority: EP; European Patent Office
Prior art keywords: pressure; exhaust valve; control; engine; delivery
Prior art date: 1993-01-25
Legal status (The legal status 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 status listed.): Granted

Application number

EP93119698A

Other languages

German (de)

English (en)

Other versions

EP0608520B1 (fr

Inventor

Helmut Dipl.-Ing. Priesner

Franz Dipl.-Ing. Rammer

Harald Dr. Schlögl

Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)

MAN Truck and Bus Osterreich AG

Original Assignee

Steyr Nutzfahrzeuge AG

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.)

1993-01-25

Filing date

1993-12-07

Publication date

1994-08-03

1993-12-07 Application filed by Steyr Nutzfahrzeuge AG filed Critical Steyr Nutzfahrzeuge AG

1994-08-03 Publication of EP0608520A1 publication Critical patent/EP0608520A1/fr

1996-07-10 Application granted granted Critical

1996-07-10 Publication of EP0608520B1 publication Critical patent/EP0608520B1/fr

2013-12-07 Anticipated expiration legal-status Critical

Status Expired - Lifetime legal-status Critical Current

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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
- F01L13/06—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

Definitions

the invention relates to an engine brake in a 4-stroke internal combustion engine of a commercial vehicle with features according to the preamble of claim 1.
the invention is based on the engine brake known from DE 39 04 497 C1.
This has a hydraulic device which, during the compression stroke, only keeps the exhaust valve of the internal combustion engine a small gap in the area of the ignition TDC.
the engine's own injection pump is used as the transmitter device.
a controllable switching element is installed in each injection pressure line leading to an injection valve, from which a control pressure line leads to the actuating device of the exhaust valve of the engine cylinder to which the injection valve also belongs.
control hydraulics have a control pump designed in the manner of an injection pump, the number of delivery outlets corresponding to the number of motor cylinders in turn, each via a control pressure line with a brake operating opening of the connected exhaust valve Motor cylinder-producing hydromechanical actuating device are connected, which is offset within the given firing sequence by at least one ignition distance from the injection point in time, and that the control pump with its delivery members and with regard to the delivery pressure is designed so that during the braking operation with the full utilization of a delivery stroke by the Pumped pressure medium, the respective controlled exhaust valve based on the 4-stroke cycle of the engine near bottom dead center before compression opened during the connection the compression cycle is kept open until the ignition TDC and then closed again.
the solution according to the invention enables the best possible adaptation of both the injection system and - independently of this - the engine braking system to the respective engine-specific conditions.
the control pump associated with the control hydraulics and formed by an injection pump can be optimally matched to the respective opening of the connected exhaust valves, as far as the delivery stroke and delivery pressure are concerned. It is of particular advantage that the most suitable for the present application can be selected from the multitude of commercially available types of injection pumps in order to implement the control pump and may not even have to be changed.
the use of a commercially available injection pump for the brake-operated exhaust valve control also lowers the costs, since these are comparatively cheap due to their mass production. Since, apart from such a control pump, only a corresponding number of control pressure lines and hydromechanical outlet valve actuating devices are required, the engine brake can be realized overall at a comparatively low cost.
FIG. 1 shows conditions for the engine brake of a 4-cylinder 4-stroke internal combustion engine, which also apply in the same way for 5- and 6-cylinder 4-stroke internal combustion engines.
FIG. 2 shows an engine brake for a 6-cylinder 4-stroke internal combustion engine, the conditions of which also apply to more than 6-cylinder 4-stroke internal combustion engines.
the cylinders of the internal combustion engine are indicated in sequence with Z1, Z2, Z3, Z4 and in FIG. 2 with Z1, Z2, Z3, Z4, Z5, Z6.
the exhaust valves belonging to each cylinder Z1 - Z n are tightened with A and the same numerical index, thus designated A1, A2, A3, A4 (Fig. 1) or A1, A2, A3, A4, A5, A6 (Fig. 2).
the injection valves belonging to the cylinders Z1-Z n are tightened with E and numerically identical index, thus with E1, E2, E3, E4 (Fig. 1) or E1, E2, E3, E4, E5, E6 (Fig. 2) designated.
the internal combustion engine shown in FIG. 1 obeys the firing order 1-3-4-2, the internal combustion engine according to FIG.
the fuel injection pump assigned to the respective internal combustion engine is designated by 1.
Each delivery output thereof is connected to the associated injection valve E1-E n via an injection pressure line designated L1, L2, L3, L4 (FIG. 1) or L1, L2, L3, L4, L5, L6 (FIG. 3).
the control pump 2 is designed with regard to its delivery elements and the delivery pressure to be generated so that the exhaust valve A1 - A n in relation to the 4-stroke cycle of the respective activated exhaust valve A1 - A n during braking operation with full use of a delivery stroke by the delivered pressure medium and the associated pressure build-up Engine close to bottom dead center before compression, kept open during the subsequent compression stroke until approximately TDC and then closed again, the latter by pressure pump-side, camshaft-controlled pressure relief.
the opening of the controlled exhaust valve practically takes place during the transition from the suction stroke into the subsequent compression stroke, while in the embodiment according to FIG. 2 the opening of the controlled exhaust valve already takes place during the suction stroke, but close to its end .
the control pump 2 can be realized by a series or distributor injection pump. It has, by a control device 4, adjustable delivery elements 5 - in the illustrated cases pump pistons - which have an axially parallel zero delivery groove 6 and a flat front end face 7 (see FIGS. 3 and 4). As long as no braking operation is initiated, the delivery elements 5 are brought from the control device 4 into a zero delivery position, which can be seen in FIG. 3, relative to a pressure medium inflow bore 9 opening into the associated pump cylinder, in which the latter communicates with the axially parallel zero delivery groove 6 during the entire piston stroke, thus from Conveyor 5 no pressure medium can be conveyed into the respectively connected control pressure line S1 -S n .
the control device 4 brings the delivery elements 5 into a delivery position shown in FIG. 4, in which the delivery start and pressure build-up are then effected on the delivery stroke through the end face 7 after overflowing and covering the inflow bore 9.
each delivery outlet of the control pump 2 is equipped with a pressure valve which is not sealed in the backflow direction.
the control pump 2 can be arranged and driven independently of the fuel injection pump 1 at a suitable point on the internal combustion engine. However, the control pump 2 is preferably arranged in series with the fuel injection pump 1 so that its shafts can be connected to one another directly or via an intermediate link. The latter saves an additional drive train for the control pump 2.
All of the embodiments of the hydromechanical actuating device 3 shown in FIGS. 5 to 8 have in common that they have a pressure cylinder 12 with a pressure chamber 13, which is connected to the associated control pressure line S1 -S n and adjoins a pressure piston 14, which is used for an opening of the associated exhaust valve A1 - A n can be displaced between two end positions against the force of a return pressure spring 15 by pressure medium conveyed into the pressure chamber 13.
the brake operating opening position of the exhaust valve A1-A n determining end position of the pressure piston 14 by a mechanical stop 16, for example inside the pressure cylinder (see FIGS. 6 and 7) or by the return pressure spring 15 (see FIGS. 5 and 8).
the pressure piston 14 can act directly - as can be seen from FIGS. 5 and 7 - either on the rear end of the exhaust valve stem or an associated rocker arm, tappet or a bumper.
the pressure piston 14 of each actuating device 3 can also act indirectly - see FIG. 7 - via a mechanical transmission element 17 either on the rear end of the exhaust valve stem or on an associated rocker arm, tappet or a bumper.
the transmission member 17 for an opening of the associated exhaust valve A1 - A n by the pressure medium conveyed into the pressure chamber 13 can be displaced, rotated or pivoted into the active position via the pressure piston 14 and for closing the exhaust valve after pressure relief of the pressure chamber 13 by the return spring 15 again in a ineffective rest position can be moved back.
the pressure piston 14 and the transmission element 17 are preferably to be arranged such that the pressure piston 14, when the transmission element 17 is in the active position, is not acted upon by the forces acting on the associated outlet valve A1-A n , in particular gas forces.
each actuating device 3 acts indirectly via hydromechanical transmission elements either on the rear end of the outlet valve stem or on an associated rocker arm, tappet or a bumper.
FIG. 8 There is a second servo pressure chamber 19 in the pressure cylinder 12 behind the pressure piston 14, which receives the return pressure spring 15 and is filled with pressure oil via a pressure medium feed device 18, from which a control pressure line 20 leads to the pressure chamber 21 of a servo pressure cylinder 22, in which a servo piston 23 counteracts the Force of a return pressure spring 24 for opening the associated exhaust valve A1 - A n is hydraulically displaceable to an end position predetermined by a stop 25.
the outlet valve A1-A n is closed after the pressure in the pressure chamber 13 has been released and the pressure piston 14 has been reset by the return pressure spring 15 in its initial position and the associated increase in volume of the servo pressure chamber 19 and then possible return of the servo piston 23 by the return pressure spring 24 in its starting position.
the engine brake can be implemented with comparatively few components and is therefore inexpensive. It is also particularly suitable for retrofitting or retrofitting existing internal combustion engines.

Landscapes

Engineering & Computer Science (AREA)
Mechanical Engineering (AREA)
General Engineering & Computer Science (AREA)
Output Control And Ontrol Of Special Type Engine (AREA)
Valve Device For Special Equipments (AREA)

EP93119698A 1993-01-25 1993-12-07 Frein moteur pour moteur 4 temps de véhicule utilitaire Expired - Lifetime EP0608520B1 (fr)

Applications Claiming Priority (2)

Application Number	Priority Date	Filing Date	Title
AT107/93		1993-01-25
AT10793		1993-01-25

Publications (2)

Publication Number	Publication Date
EP0608520A1 true EP0608520A1 (fr)	1994-08-03
EP0608520B1 EP0608520B1 (fr)	1996-07-10

Family

ID=3481704

Family Applications (1)

Application Number	Title	Priority Date	Filing Date
EP93119698A Expired - Lifetime EP0608520B1 (fr)	1993-01-25	1993-12-07	Frein moteur pour moteur 4 temps de véhicule utilitaire

Country Status (2)

Country	Link
EP (1)	EP0608520B1 (fr)
DE (1)	DE59303199D1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number	Priority date	Publication date	Assignee	Title
GB2312245A (en) *	1996-04-20	1997-10-22	Daimler Benz Ag	Engine braking decompression valve actuation system for a multi-cylinder fuel-injected i.c. engine
DE19654449C1 (de) *	1996-12-27	1998-03-12	Daimler Benz Ag	Motorbremse für eine mehrzylindrige Brennkraftmaschine
DE19746428A1 (de) *	1997-10-21	1999-04-22	Mannesmann Rexroth Ag	Druckerzeugungssystem

Citations (4)

* Cited by examiner, † Cited by third party
Publication number	Priority date	Publication date	Assignee	Title
US4158348A (en) *	1977-06-30	1979-06-19	Mason Lloyd R	System for retarding engine speed
EP0111232A1 (fr) *	1982-12-09	1984-06-20	The Jacobs Manufacturing Company	Retardeur de moteur à diminution de compression pour des moteurs à combustion interne multi-cylindres
US4697558A (en) *	1986-02-18	1987-10-06	Meneely Vincent A	Compression relief engine brake
DE3904497C1 (fr) *	1989-02-15	1990-01-25	Man Nutzfahrzeuge Ag, 8000 Muenchen, De

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number	Priority date	Publication date	Assignee	Title
DE3922884A1 (de) *	1989-07-12	1991-01-24	Man Nutzfahrzeuge Ag	Motorbremse fuer luftverdichtende brennkraftmaschinen

1993
- 1993-12-07 EP EP93119698A patent/EP0608520B1/fr not_active Expired - Lifetime
- 1993-12-07 DE DE59303199T patent/DE59303199D1/de not_active Expired - Fee Related

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number	Priority date	Publication date	Assignee	Title
US4158348A (en) *	1977-06-30	1979-06-19	Mason Lloyd R	System for retarding engine speed
EP0111232A1 (fr) *	1982-12-09	1984-06-20	The Jacobs Manufacturing Company	Retardeur de moteur à diminution de compression pour des moteurs à combustion interne multi-cylindres
US4697558A (en) *	1986-02-18	1987-10-06	Meneely Vincent A	Compression relief engine brake
DE3904497C1 (fr) *	1989-02-15	1990-01-25	Man Nutzfahrzeuge Ag, 8000 Muenchen, De

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number	Priority date	Publication date	Assignee	Title
GB2312245A (en) *	1996-04-20	1997-10-22	Daimler Benz Ag	Engine braking decompression valve actuation system for a multi-cylinder fuel-injected i.c. engine
DE19615739A1 (de) *	1996-04-20	1997-10-23	Daimler Benz Ag	Motorbremse für eine mehrzylindrige Dieselbrennkraftmaschine
FR2747733A1 (fr) *	1996-04-20	1997-10-24	Daimler Benz Ag	Frein moteur pour un moteur a combustion interne diesel multicylindrique
GB2312245B (en) *	1996-04-20	1998-03-04	Daimler Benz Ag	Engine brake for a multi-cylinder fuel injection internal combustion engine
DE19615739C2 (de) *	1996-04-20	1998-04-09	Daimler Benz Ag	Motorbremse für eine mehrzylindrige Dieselbrennkraftmaschine
US5794590A (en) *	1996-04-20	1998-08-18	Mercedes-Benz Ag	Engine brake for a multicylinder diesel engine
DE19654449C1 (de) *	1996-12-27	1998-03-12	Daimler Benz Ag	Motorbremse für eine mehrzylindrige Brennkraftmaschine
DE19746428A1 (de) *	1997-10-21	1999-04-22	Mannesmann Rexroth Ag	Druckerzeugungssystem

Also Published As

Publication number	Publication date
EP0608520B1 (fr)	1996-07-10
DE59303199D1 (de)	1996-08-14

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1994-06-17	PUAI	Public reference made under article 153(3) epc to a published international application that has entered the european phase	Free format text: ORIGINAL CODE: 0009012
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