EP2305967A1 - Moteur à combustion interne doté d'un dispositif de frein moteur - Google Patents

Moteur à combustion interne doté d'un dispositif de frein moteur Download PDF

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Publication number
EP2305967A1
EP2305967A1 EP20100007258 EP10007258A EP2305967A1 EP 2305967 A1 EP2305967 A1 EP 2305967A1 EP 20100007258 EP20100007258 EP 20100007258 EP 10007258 A EP10007258 A EP 10007258A EP 2305967 A1 EP2305967 A1 EP 2305967A1
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EP
European Patent Office
Prior art keywords
valve
piston
combustion engine
control
channel
Prior art date
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
EP20100007258
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German (de)
English (en)
Other versions
EP2305967B1 (fr
Inventor
Norbert Schatz
Florian Kraft
Thomas Leitel
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 SE
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MAN Truck and Bus SE
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 MAN Truck and Bus SE filed Critical MAN Truck and Bus SE
Publication of EP2305967A1 publication Critical patent/EP2305967A1/fr
Application granted granted Critical
Publication of EP2305967B1 publication Critical patent/EP2305967B1/fr
Active 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
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/20—Adjusting or compensating clearance
    • F01L1/22—Adjusting or compensating clearance automatically, e.g. mechanically
    • F01L1/24—Adjusting or compensating clearance automatically, e.g. mechanically by fluid means, e.g. hydraulically
    • 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
    • F01L1/26—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder
    • 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

Definitions

  • the invention relates to an internal combustion engine according to the preamble of claim 1.
  • Such an internal combustion engine is for example in the EP 1 526 257 A2 described.
  • EVB exhaust valve brake
  • the hydraulic valve control unit is installed on one side in a two outlet valves simultaneously actuated valve bridge. The supply of the valve control unit with oil by means of the already existing oil circuit of the internal combustion engine. To compensate for the valve clearance of the exhaust valves separate adjustment screws are provided, by means of which the valve clearance adjustment is made during engine mounting or thereafter at regular service intervals. This is expensive.
  • valve clearance is accidentally set too high by the installation or service personnel, there will be rattling noises between the rocker arm and the valve bridge and there is a risk of damage to the valve train. In addition, the exhaust valves do not open sufficiently, so that a complete gas exchange is not guaranteed. If the valve clearance is set too low, there is a risk that the valves will not close completely when hot and thus burn out.
  • the invention is therefore an object of the invention to provide an internal combustion engine of the type described, which allows safe and reliable operation with the least possible installation and service costs.
  • the internal combustion engine according to the invention comprises a hydraulic valve clearance compensation mechanism for the exhaust valve, which is arranged between the rocker arm and the valve bridge and connected to the oil supply to the already existing oil circuit.
  • the hydraulic valve control unit is supplied with oil via the lash adjuster mechanism and the control channel. To compensate for the valve clearance of the exhaust valve of the control channel by means of the closure element is closed, so that when balancing the valve clearance, the hydraulic valve control unit is not supplied with oil and the valve bridge and the exhaust valve are in a defined position. The hydraulic valve control unit is thus decoupled from the hydraulic valve clearance compensation mechanism when balancing the valve clearance.
  • the counter-holder is designed as a hydraulic piston-cylinder unit
  • a variable stop is provided for the valve bridge, which automatically adapts to the position of the valve clearance compensation mechanism. It is not necessary to manually adjust the stop or clearance from the anvil to the valve bridge during assembly or at regular service intervals.
  • the internal combustion engine according to the invention has both the required for the achievement of an engine braking force valve control unit and a compensation mechanism that automatically performs the valve clearance adjustment. A time-consuming and costly and error-prone regular adjustment by hand is unnecessary.
  • the internal combustion engine according to the invention therefore offers the additional functionality of the automatic valve lash adjustment, which makes assembly and operation safer and more efficient compared to previous internal combustion engines equipped with an engine braking device.
  • valve clearance adjustment Due to the automatic valve clearance adjustment, in particular the rattle noise of the exhaust valve is minimized and damage to the valve train is avoided by a valve clearance that is set too small. Furthermore, no valve clearance must be bridged by the automatic valve clearance compensation during operation of the internal combustion engine, so that the timing of the exhaust valve can be maintained exactly, whereby the exhaust behavior of the internal combustion engine is optimized.
  • valve control unit and the valve clearance compensation mechanism are connected to the already existing oil circuit, internal combustion engines can be retrofitted without a hydraulic valve clearance compensation mechanism with little effort.
  • a development according to claim 2 is space-saving and allows retrofitting of internal combustion engines without a hydraulic valve clearance compensation mechanism by simply replacing the valve bridge and the counter-holder and by integrating the valve clearance compensation mechanism in the valve bridge.
  • a valve clearance compensation mechanism according to claim 3 has proven itself in practice.
  • a valve control unit according to claim 4 has proven itself in practice.
  • a development according to claim 5 ensures a safe closing of the control channel between the valve play compensation mechanism and the valve control unit. Since the control piston is in its retracted home position when the engine brake device is not actuated, the control piston can close the control channel and thus form the closure element. In this way, a decoupling of the valve control unit and the valve play compensation mechanism for compensating the valve clearance is achieved without additional design effort, so that the valve bridge and the exhaust valve are in balancing the valve clearance in a defined position.
  • a check valve to stop 6 prevents retraction of the extended control piston when the force generated by the oil pressure on the control piston is not sufficient for this purpose.
  • the exhaust valve is thus securely locked in the intermediate open position.
  • a counter-holder according to claim 7 has proven itself in practice.
  • An anvil piston according to claim 8 ensures an absolutely firm stop for the valve bridge in engine braking operation.
  • a vent channel according to claim 9 prevents the inclusion of compressible air in the anvil space.
  • the air contained in the Martinezhalterraum can escape when filling with oil through the vent channel. The escape of oil is prevented by the check valve. A yielding of the counter-holder piston due to trapped air is thus prevented.
  • a bypass channel according to claim 10 allows extremely fast filling of the anvil space and the control room.
  • the bypass channel opens directly from the oil supply channel to the connecting channel and thus bridges the compensation chamber and the control channel, whereby in particular the counter-holding space can be filled faster.
  • a development according to claim 11 is space-saving.
  • the bypass channel can be easily retrofitted by replacing the valve bridge and the balance piston.
  • a check valve according to claim 12 ensures a safe blocking of the control piston and the counter-holder piston in engine braking operation.
  • the exhaust valve is thus securely held in the intermediate open position.
  • An internal combustion engine 1 with an engine brake device 2 has several in the Fig. 1 not shown cylinder, each defining a combustion chamber. Each of these combustion chambers can be supplied with air or an air-fuel mixture by means of at least one inlet valve. In addition, each combustion chamber two exhaust valves 3 and 4 are assigned, by means of which exhaust gas can be discharged into an exhaust duct. The exhaust valves 3 and 4 are mechanically controlled and actuated by means of a common valve bridge 5.
  • the valve bridge 5 is part of a link mechanism, the exhaust valves 3 and 4 with a in the Fig. 1 not shown camshaft of the internal combustion engine 1 connects.
  • the connecting mechanism comprises a pivotably mounted rocker arm 6 which acts on the valve bridge 5 via a contact pin 7.
  • the contact pin 7 is provided at its free end with a ball joint articulated Stitzkalotte 8.
  • an oil feed channel 9 extends for lubrication, but also for hydraulic control provided oil circuit 10 of the internal combustion engine 1.
  • the guided in this oil feed channel 9 oil has approximately the same oil pressure p constant during operation.
  • a hydraulic valve clearance compensation mechanism 11 is arranged, as a piston-cylinder unit is formed and automatically compensates the valve clearance of the exhaust valves 3 and 4.
  • the valve lash adjuster mechanism 11 has a longitudinally U-shaped balance piston 12, which is axially movably guided in a formed in the valve bridge 5 and acting as a cylinder first cylinder bore 13. In the in Fig. 1 shown position of the balance piston 12 is formed between this and a boundary surface 14 a compensation chamber 15. In this, a first adjusting spring 16 between the boundary surface 14 and the balance piston 12 is arranged.
  • the lash adjuster mechanism 11 is connected to the oil circuit 10.
  • the compensating piston 12, which is in permanent contact with the supporting dome 8 due to the spring force action of the adjusting spring 16, has a central oil supply channel 17, which corresponds to the oil feed channel 9.
  • the check valve spring 20 is for this purpose supported against a support plate 22 which is held between the balance piston 12 and the adjusting spring 16.
  • the movement of the compensating piston 12 is limited by a first limiting pin 23 which extends into a piston recess 24 of the compensating piston 12.
  • the engine brake device 2 of the internal combustion engine 1 is of the EVB type and includes one in the Fig. 1 Not shown throttle element in the exhaust passage and a central control unit also not shown for each cylinder, a hydraulic valve control unit 25 which is formed as a piston-cylinder unit and is hydraulically connected via a control channel 26 with the valve play compensation mechanism 11.
  • the control channel 26 serves for oil supply of the valve control unit 25, which in the in Fig. 1 shown position of the control piston 27 via the control channel 26 and the valve play compensation mechanism 11 is connected to the oil circuit 10.
  • the valve control unit 25 has a control piston 27, which is guided axially movably in a second cylinder bore 28 formed in the valve bridge 5 and acting as a cylinder.
  • the control piston 27 is H-shaped in longitudinal section and is supported at the upper end of a shaft 29 of the exhaust valve 3 from.
  • the exhaust valve 3 is mounted with its shaft 29 in a cylinder head axially movable and acted upon by a closing spring 30 with a certain biasing force in the closing direction.
  • the closing spring 30 is stretched between the cylinder head and a spring plate 31.
  • the closing force of the closing spring 30 is designated F Fed .
  • a control chamber 33 In the in Fig. 1 shown position of the control piston 27 is formed between a boundary surface 32 and the control piston 27, a control chamber 33.
  • the control channel 26 is formed within the valve bridge 5 and connects the expansion chamber 15 with the control chamber 33.
  • a second adjusting spring 34 In the control chamber 33, a second adjusting spring 34 is arranged, which abuts against the boundary surface 32 and the control piston 27 and presses against the shaft 29.
  • the spring force of the adjusting spring 34 thus acts against the closing force F Fed of the closing spring 30 and is hereinafter referred to as F NFed .
  • the valve control unit 25 is disposed between the exhaust valve 3 and the valve bridge 5 and accordingly cooperates in the engine braking operation only with the exhaust valve 3, but not with the exhaust valve 4.
  • the exhaust valve 4 is corresponding to its shaft 35 the exhaust valve 3 axially movably mounted in the cylinder head and acted upon by a closing spring 36 with a corresponding biasing force in the closing direction.
  • the closing spring 36 is stretched between the cylinder head and a spring plate 37.
  • a limiting pin 38 extends into a lateral piston recess 39 of the control piston 27.
  • the control channel 26 opens into the control chamber 33, that the control piston 27 forms a closure element 40 in its top dead center for the control channel 26.
  • a second check valve 41 is arranged with a ball 43 which can be accommodated in a ball seat 42.
  • the check valve 41 is aligned such that it closes the control channel 26 at an oil flow in the direction of the expansion chamber 15.
  • the control channel 26 opens substantially flush with the boundary surface 14 in the expansion chamber 15th
  • a counter-holder 45 is provided.
  • the counter-holder 45 is designed as a hydraulic piston-cylinder unit and has a counter-holder main body 46 with a third cylinder bore 47, in which a counter-holding piston 48 is axially guided.
  • the counter-holder piston 48 is formed in a longitudinal section U-shaped. In the in Fig. 1 shown position of the counter-holding piston 48 is formed between this and a boundary surface 49, a counter-holding space 50. In the anvil space 50, a third adjusting spring 51 is arranged, which bears against the counter-holding piston 48 and the boundary surface 49.
  • the movement of the counter-holding piston 48 is limited by a limiting pin 52, which is arranged in a lateral piston recess 53 of the counter-holding piston 48.
  • the anvil space 50 is connected via a supply channel 54 with the control chamber 33 and connected to the oil circuit 10.
  • the counter-holding piston 48 has an axial through-bore 55, which is aligned with a corresponding bore 56 in the valve bridge 5.
  • the supply channel 54 is interrupted.
  • the bore 56 forms a first discharge opening 57 and the through-bore 55 forms a second discharge opening 58.
  • a vent channel 59 is formed, which breaks the counter-holder main body 46, starting from the counter-holding space 50 and connects this with the region of the cylinder cover.
  • a fourth check valve 60 is arranged with a ball 62 accommodated in a ball seat 62. The check valve 60 is oriented such that the vent passage 59 is closable in the direction of the cylinder cover.
  • the spring force F NFed the adjusting spring 34 moves the control piston 27 the exhaust valve 3 and supports the intermediate opening of the exhaust valve 3.
  • By moving the control piston 27 increases the volume of the control chamber 33.
  • the control channel 26 free , so that the control piston 26 via the control channel 26, the oil required for the movement is provided. Due to the resulting negative pressure in the control chamber 33 oil flows through the oil feed channel 9 and the oil supply passage 17, the compensation chamber 15 and the control channel 26 in the control chamber 33, whereby a hydraulic force F Hyd acts on the control piston 27 and the adjusting spring 34 supported.
  • the rocker arm 6 reloads the valve bridge 5 due to camshaft control to bring the exhaust valves 3 and 4 into the fully open position provided during the fourth stroke.
  • the valve bridge 5 moves due to the load by the rocker arm 6 away from the counter-retaining piston 48, so that the contact between this and the valve bridge 5 breaks off and the Ab Kunststoffö réelleen 57, 58 open.
  • the oil in the control chamber 33 can flow out via the discharge opening 57 into the region of the cylinder cover. Thus, the hydraulic locking of the control piston 27 is released.
  • the oil drain from the control chamber 33 is also assisted by the fact that the control piston 27 is pushed back into its top dead center by the closing force F Fed of the closing spring 30.
  • the check valve 41 closes the control channel 26 during the return movement of the control piston 27.
  • the oil in the counter-holding space 50 can flow out via the discharge opening 58 into the area of the cylinder cover.
  • the control channel 26 is not completely closed, oil flows from the expansion chamber 15 via the control chamber 33 and the Abêtö réelle 57 in the region of the cylinder cover, whereby the balance piston 12 is pressed in the direction of its bottom dead center.
  • valve bridge 5 again strikes against the counter-retaining piston 48 and forces it back against the spring force of the adjusting spring 51.
  • the control piston 27 remains in its top dead center and thus continues to close the control channel 26.
  • the valve bridge 5 and the exhaust valves 3 and 4 are located Thus, in a defined position, so that the valve clearance compensation mechanism 11 can compensate for the valve clearance.
  • the spring force of the adjusting spring 16 positions the balancing piston 12 such that the valve clearance is set to zero. Due to the resulting in the expansion chamber 15 negative pressure oil flows through the check valve 18 in the expansion chamber 15 after.
  • the rocker arm 6 loads the valve bridge 5 due to the camshaft timing to bring the exhaust valves 3 and 4 into the fully open position provided during the fourth stroke.
  • the balance piston 12 compresses the oil located in the expansion chamber 15, wherein the compensation chamber 15 is sealed by the check valve 18 in the direction of the oil supply channel 17. Due to the exact mating surfaces of the balance piston 12 and the control piston 27, no oil can escape between them and the valve bridge 5, so that in the expansion chamber 15 an incompressible oil cushion between the balance piston 12 and the valve bridge 5 is formed.
  • the force exerted by the rocker arm 6 on the balance piston 12 force is thus transmitted to the valve bridge 5 via the oil cushion.
  • the valve bridge 5 moves due to the load by the rocker arm 6 away from the anvil 45, whereby the exhaust valves 3 and 4 are opened.
  • the counter-holding piston 48 is pressed by the closing spring 30 against the spring force of the adjusting spring 51 to the valve clearance zero. Air contained in the anvil space 50 can escape through the vent passage 59. Since the control piston 27 is in its top dead center and closes the control channel 26, the valve bridge 5 is in a defined position, so that the valve lash adjuster mechanism 11 can compensate for valve clearance.
  • the adjusting spring 16 positions the balancing piston 12 such that the valve clearance is set to zero. Due to the resulting in the expansion chamber 15 negative pressure oil flows through the check valve 18 from the oil supply passage 17 after.
  • the internal combustion engine 1 eliminates any adjustment of the valve clearance during engine mounting and during later operation.
  • the compensation of the valve clearance is carried out automatically by the lash adjuster mechanism 11. Because the control channel 26 can be closed by the control piston 27, the valve control unit 25 can be decoupled from the valve play compensation mechanism 11, whereby the outlet valve 3 and the valve bridge 5 have a defined position for compensating the valve clearance.
  • an automatic compensation of the thermal expansion of the exhaust valves 3 and 4 takes place. Since no games have to be bridged, the theoretically predetermined control times can be maintained more accurately. This has a favorable effect on the exhaust emissions.
  • the compensation of the valve clearance reduces the noise of the internal combustion engine. 1
  • the counter-holder 45 and the valve clearance compensation mechanism 11 is dimensioned such that a certain maximum seat wear V can be readjusted.
  • the lash adjuster mechanism 11 can be easily retrofitted.
  • the valve bridge 5 must be replaced and provided with the valve clearance compensation mechanism 11.
  • the balance piston 12 and the control piston 27 are extended to the associated limiting pins 23 and 38.
  • the valve bridge 5 is placed on the shaft ends, wherein the control piston 27 is pressed by hand into its top dead center and the adjusting screw of the rocker arm 6 is screwed hand-firmly on counter position to the balance piston 12.
  • the valve clearance is set to zero.
  • the counter-holder 45 is screwed, wherein the counter-retaining piston 48 presses on the valve bridge 5 due to the adjusting spring 51.
  • a bypass channel 63 is additionally formed in the valve bridge 5a, which connects the oil supply channel 17 directly to the supply channel 54.
  • the compensating piston 12a has a radial bore 64, which opens into the oil feed channel 17 and is part of the bridging channel 63.
  • a fourth check valve 65 is arranged with a ball 67 which can be accommodated in a ball seat 66. The check valve 65 is such oriented that the bypass channel 63 is closable in the direction of the oil supply channel 17.
  • control chamber 33 and the mating chamber 50 are additionally filled via the bypass channel 63 with oil during the intermediate opening of the exhaust valve 3.
  • the bridging channel 63 bridges the compensation chamber 15, the filling of the control chamber 33 and in particular of the anvil space 50 can be done faster.
  • the check valve 65 By the check valve 65, a backflow of the oil in the direction of the oil supply channel 17 is prevented.
  • the exhaust valve 3 is thus blocked in the intermediate open position.
  • the counter-holding space 50 is filled with oil even in normally-fired engine operation.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
EP10007258.6A 2009-10-02 2010-07-14 Moteur à combustion interne doté d'un dispositif de frein moteur Active EP2305967B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102009048143A DE102009048143A1 (de) 2009-10-02 2009-10-02 Brennkraftmaschine mit einer Motorbremseinrichtung

Publications (2)

Publication Number Publication Date
EP2305967A1 true EP2305967A1 (fr) 2011-04-06
EP2305967B1 EP2305967B1 (fr) 2015-07-08

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EP10007258.6A Active EP2305967B1 (fr) 2009-10-02 2010-07-14 Moteur à combustion interne doté d'un dispositif de frein moteur

Country Status (6)

Country Link
US (1) US8161936B2 (fr)
EP (1) EP2305967B1 (fr)
CN (1) CN102032013B (fr)
BR (1) BRPI1003772B1 (fr)
DE (1) DE102009048143A1 (fr)
RU (1) RU2451795C1 (fr)

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WO2012015970A1 (fr) 2010-07-27 2012-02-02 Jacobs Vehicle Systems, Inc. Système combiné de freinage moteur et d'actionnement de soupape à perte de mouvement de moteur à énergie positive
AT511048A1 (de) * 2011-02-10 2012-08-15 Avl List Gmbh Brennkraftmaschine
EP2803826A1 (fr) * 2013-05-02 2014-11-19 MAN Truck & Bus AG Dispositif d'actionnement de deux soupapes d'échappement, sollicitées via un pont de soupape, d'un moteur à combustion interne commandé par soupape
EP3128140A1 (fr) * 2012-06-29 2017-02-08 Eaton S.r.l. Ensemble de pont de soupape
US9790824B2 (en) 2010-07-27 2017-10-17 Jacobs Vehicle Systems, Inc. Lost motion valve actuation systems with locking elements including wedge locking elements
CN112955632A (zh) * 2018-11-06 2021-06-11 雅各布斯车辆系统公司 包含气门桥引导件的气门桥系
US20250020071A1 (en) * 2022-03-30 2025-01-16 Eaton Intelligent Power Limited Hydraulic Lash Adjustment-Compatible Engine Braking System with Guided Bridge Arrangement

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DE102009048104A1 (de) * 2009-10-02 2011-04-07 Man Nutzfahrzeuge Aktiengesellschaft Brennkraftmaschine mit einer Motorbremseinrichtung
KR101209738B1 (ko) * 2010-08-31 2012-12-07 기아자동차주식회사 로커암 일체형 가변 밸브 액츄에이터
DE102011118537A1 (de) * 2011-05-04 2012-11-08 Man Truck & Bus Ag Brennkraftmaschine mit mindestens einem Brennraum
CN102493877A (zh) * 2011-11-17 2012-06-13 东风朝阳柴油机有限责任公司 重型车用柴油机排气制动装置
JP6034498B2 (ja) * 2012-09-25 2016-11-30 ルノー・トラックス 弁作動機構及びかかる弁作動機構を備えた自動車
CN110145382B (zh) 2013-11-25 2021-08-13 Pac制动公司 压缩释放制动系统
US9752471B2 (en) 2013-11-25 2017-09-05 Pacbrake Company Compression-release engine brake system for lost motion rocker arm assembly and method of operation thereof
DE102014001169A1 (de) * 2014-01-31 2015-08-06 Man Truck & Bus Ag Vorrichtung und Verfahren zum Betätigen zumindest eines Auslassventils einer ventilgesteuerten Brennkraftmaschine
BR112017005467B1 (pt) * 2014-09-18 2022-05-17 Eaton Srl Conjunto de balancim de válvula de escape
US9638100B2 (en) 2015-04-16 2017-05-02 Mabrouk Telahigue Engine
US10132206B1 (en) * 2017-05-19 2018-11-20 Caterpillar Inc. Common rocker arm for hydraulic lash adjuster and non-hydraulic lash adjuster
CN107725133A (zh) * 2017-10-31 2018-02-23 潍柴动力股份有限公司 一种气门桥、气门驱动机构及发动机
US11255226B2 (en) 2017-11-10 2022-02-22 Jacobs Vehicle Systems, Inc. Lash adjuster control in engine valve actuation systems
US10590810B2 (en) * 2017-11-10 2020-03-17 Jacobs Vehicle Systems, Inc. Lash adjustment in lost motion engine systems
CN109356683B (zh) * 2018-12-19 2020-04-03 潍柴动力股份有限公司 气门桥总成、缸内制动系统及发动机
KR102645207B1 (ko) * 2019-05-10 2024-03-07 자콥스 비히클 시스템즈, 인코포레이티드. 엔진 밸브 구동 시스템에서의 래시 조절기 제어
CN110173314B (zh) * 2019-05-15 2023-07-18 浙江大学 一种可实现压缩释放式发动机制动的气门桥及其排气制动方法
DE102020112546A1 (de) 2020-05-08 2021-11-11 Schaeffler Technologies AG & Co. KG Ventilbrückeneinrichtung für einen Ventiltrieb einer Brennkraftmaschine
DE102020115399B3 (de) * 2020-06-10 2021-06-17 Schaeffler Technologies AG & Co. KG Balkenartige Brücke für eine Schwerlast-Brennkraftmaschine
US12180865B2 (en) * 2021-01-20 2024-12-31 Eaton Intelligent Power Limited Latch assembly and valvetrain comprising same
DE102021000982B4 (de) * 2021-02-24 2025-12-04 Daimler Truck AG Ventiltrieb für eine Verbrennungskraftmaschine, insbesondere eines Kraftfahrzeugs
CN113123843B (zh) * 2021-05-11 2022-07-29 浙江康和机械科技有限公司 制动摇臂组件及其装置和发动机
DE102021113992A1 (de) 2021-05-31 2022-12-01 Schaeffler Technologies AG & Co. KG Brücke für einen Ventiltrieb einer Brennkraftmaschine

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US10851717B2 (en) 2010-07-27 2020-12-01 Jacobs Vehicle Systems, Inc. Combined engine braking and positive power engine lost motion valve actuation system
EP2598727A4 (fr) * 2010-07-27 2014-06-25 Jacobs Vehicle Systems Inc Système combiné de freinage moteur et d'actionnement de soupape à perte de mouvement de moteur à énergie positive
US12188420B2 (en) 2010-07-27 2025-01-07 Jacobs Vehicle Systems, Inc. Combined engine braking and positive power engine lost motion valve actuation system
US8936006B2 (en) 2010-07-27 2015-01-20 Jacobs Vehicle Systems, Inc. Combined engine braking and positive power engine lost motion valve actuation system
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US9790824B2 (en) 2010-07-27 2017-10-17 Jacobs Vehicle Systems, Inc. Lost motion valve actuation systems with locking elements including wedge locking elements
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AT511048B1 (de) * 2011-02-10 2012-12-15 Avl List Gmbh Brennkraftmaschine
EP3128140A1 (fr) * 2012-06-29 2017-02-08 Eaton S.r.l. Ensemble de pont de soupape
EP2803826A1 (fr) * 2013-05-02 2014-11-19 MAN Truck & Bus AG Dispositif d'actionnement de deux soupapes d'échappement, sollicitées via un pont de soupape, d'un moteur à combustion interne commandé par soupape
CN112955632A (zh) * 2018-11-06 2021-06-11 雅各布斯车辆系统公司 包含气门桥引导件的气门桥系
CN112955632B (zh) * 2018-11-06 2022-09-16 雅各布斯车辆系统公司 包含气门桥引导件的气门桥系
US20250020071A1 (en) * 2022-03-30 2025-01-16 Eaton Intelligent Power Limited Hydraulic Lash Adjustment-Compatible Engine Braking System with Guided Bridge Arrangement
US12577892B2 (en) * 2022-03-30 2026-03-17 Eaton Intelligent Power Limited Hydraulic lash adjustment-compatible engine braking system with guided bridge arrangement

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DE102009048143A1 (de) 2011-04-07
US20110079196A1 (en) 2011-04-07
BRPI1003772A2 (pt) 2013-01-08
CN102032013B (zh) 2013-07-17
RU2451795C1 (ru) 2012-05-27
RU2010140348A (ru) 2012-04-10
EP2305967B1 (fr) 2015-07-08
CN102032013A (zh) 2011-04-27
BRPI1003772B1 (pt) 2020-06-02
US8161936B2 (en) 2012-04-24

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