• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a four-stroke internal combustion engine with an engine brake (2), with at least one exhaust valve (4a, 4b) operated per cylinder via a camshaft (6) and at least one valve lever arrangement (5) and with a device for advancing the exhaust control, wherein the valve lever assembly (5) has an exhaust lever (5b) actuated by an exhaust cam (12) and a brake lever (5a) operable by a brake cam (10). In order to realize a motor brake with doubled braking phases in the simplest possible way and with little installation space, it is provided that the brake lever (5a) can be actuated via a switchable first transmission element (9) arranged between brake lever (5a) and brake cam (10), wherein the Brake lever (5a) is activated in a first position of the first transmission member (9) and deactivated in a second position of the first transmission member (9).
    公开号:AT510527A1
    申请号:T15832010
    申请日:2010-09-23
    公开日:2012-04-15
    发明作者:Gyula Dipl Ing Toth；Michael Ing Groeger
    申请人:Avl List Gmbh；
    IPC主号:
    专利说明:

    - 1 - 56072
    The invention relates to a four-stroke internal combustion engine with an engine brake, with at least one actuated via a camshaft and at least one valve lever assembly exhaust valve per cylinder, and with a device for advancing the exhaust control, wherein the valve lever assembly actuated by an exhaust cam operated exhaust lever and actuated by a brake cam brake lifting! having.
    It is known to arrange an internal engine brake valve in an internal combustion engine in addition to the exhaust valves, which is clocked during engine braking or constantly open. Such engine brake valves are usually actuated hydraulically or pneumatically and are known, for example, from DE 44 23 657 C2, DE 38 39 452 C2, DE 38 39 450 C2, AT 004.387 Ul or AT 003.600 Ul. From DE 41 25 831 Al a motor brake device is further known, the engine brake valve is electrically actuated.
    However, known actuators for engine brake valves require a relatively high construction cost and require a comparatively large amount of space in the cylinder head, which can be difficult to provide in many cases. To drain the cylinder pressure, usually an additional container and a high-pressure oil system with high-pressure pump and electro-hydraulic valves for each cylinder is required. In addition, known motor brake device on a high number of items, which increase the susceptibility to interference and adversely affect the manufacturing cost.
    DE 39 36 808 A1 describes an exhaust cam-controlled engine brake for four-stroke internal combustion engines, in which the exhaust control is advanced by approximately one working stroke, ie a crank angle of approximately 180 °, for the duration of the required braking action. This results in a doubling of the braking cycles and a decompression at the end of the compression stroke, whereby a higher retarding effect can be achieved.
    US 6,000,374 A describes an engine brake for an internal combustion engine in which several braking phases can be realized per working cycle. In addition to intake and Auslaßkipphebel an additional brake rocker arm per cylinder is provided which - driven by a brake cam - actuates an exhaust valve. All rocker arms have a hydro element at their valve end. Solenoids can be used to influence which hydrogel elements are exposed to pressurized oil and which are not. This ensures that in normal working mode, the brake rocker arm runs empty and the exhaust valve is not actuated via the brake rocker arm because its hydroelement can not transmit the power without oil supply. The intake and exhaust rocker arms operate during operation as long as their hydro elements are filled with oil. In braking mode, the hydroelements of the exhaust rocker arms are deactivated and the hydroelements of the brake rocker arms are activated. In this way it is also possible to hydraulically manipulate the valve movements to ensure brake power control and adaptation to any speed. The disadvantage is that a high regulatory effort is required.
    The object of the invention is to avoid these disadvantages and to allow for a four-stroke internal combustion engine in the simplest possible and space-saving manner doubled braking phases.
    This is achieved according to the invention in that the brake lever can be actuated via a switchable first transmission element arranged between the brake lever and the brake cam, wherein the brake lever is activated in a first position of the first transmission element and deactivated in a second position of the first transmission element, preferably the first position of the first transmission element first transmission member is assigned to the engine braking operation and the second position the ferry operation.
    In order to enable high braking performance, it is particularly advantageous if the outlet lever is actuated by the outlet cam via a switchable second transmission member arranged between the outlet lever and the outlet cam, wherein the outlet lever is activated in a first position of the second transmission member and in a second position of the second Transmission element is deactivated, wherein preferably the first position of the second transmission member is assigned to the ferry operation and the second position to the braking operation.
    A particularly smooth transition between the ferry operation and the braking operation can be achieved if the first and the second transmission member are opposite synchronously actuated in opposite directions.
    Doubled braking phases can be made possible by the fact that the brake cam is arranged in phase with respect to the exhaust cam by approximately 90 °. In order to enable a simple switch from normal operation to braking operation, it is advantageous if the transmission member each having a transmission range and an exemption range, wherein in the first position of the transmission member of the transmission range and in the second position of the exemption range between the force introduction region of the brake lever or Outlet lever and the brake cam or outlet - 3 - cam is arranged. The transmission region can have a rolling-off on the brake cam Übertragungsrolie.
    A structurally simple deactivation of the brake lever or the outlet lever can be achieved if the release region has a substantially U-shaped recess, which is spanned by two opposing substantially parallel legs and a web connecting these two legs, which defined by the legs Width of the recess at least equal to the width of the brake cam and the exhaust cam and the depth of the recess is defined by the radial projection of the circumferential brake cam, wherein preferably the legs of the release area along tracks of the camshaft on both sides of the brake cam and exhaust cam are slidably guided.
    Preferably, the brake lever acts directly on the valve stem of a first exhaust valve and the exhaust lever indirectly via a valve bridge on at least a first and a second exhaust valve per cylinder.
    In the context of the invention may further be provided that the transmission member is displaceable by a preferably electrical actuator between the first position and the second position. In a structurally simple embodiment, it is provided that the actuating member has a switching shaft with two crankshafts offset by 180 °, wherein the first transmission member is preferably connected via a first push rod with a first crank throw and the second transmission member preferably via a second push rod with a second crank throw is.
    The invention will be explained in more detail below with reference to FIGS.
    1 shows a cylinder head of an internal combustion engine according to the invention in an oblique view, Fig. 2 shows an engine brake of the internal combustion engine according to the invention in an oblique view, Fig. 3, the engine brake in an exploded view, Fig. 4, the engine brake in a longitudinal section, Fig. 5 shows a detail of The engine brake in the working position with the exhaust valves open, FIG. 8 shows the engine brake in a braking position with the exhaust valves closed, FIG. 9 shows the engine brake in a braking position Fig. 10 is a valve lift diagram of the internal combustion engine in normal operation, Fig. 11 is a Ventilhubdiagramm of the internal combustion engine in braking mode and Fig. 12 to 16 Ventilhubdiagramme the internal combustion engine for a transition between working and braking operation. - 4 - • · »*
    Fig. 1 shows a cylinder head 1 for the application of an engine brake 2 according to the invention. The engine brake 2 consists of a Ventilbetätigungsein-device 3 for operating two exhaust valves 4a, 4b per cylinder, the exhaust valves 4a, 4b via a valve lever assembly 5 by a camshaft 6 are actuated. The valve lever assembly 5 has a brake lever 5a and an outlet lever 5b, which are pivotally mounted about a common axis 5 '. The outlet lever 5b acts via a valve bridge 7 on both exhaust valves 4a, 4b. The leadership of the valve bridge 7 in the cylinder head 1 is denoted by 7a. By contrast, the brake lever 5a acts directly on the valve stem 4ar of the first outlet valve 4a via a plunger element 8.
    The brake lever 5a is actuated via a first transmission member 9 by a brake cam 10, the outlet lever 5b via a second transmission member 11 by the exhaust cam 12 of the camshaft 6. Each of the two transmission members 9, 11 is displaceable between the brake position and a working position about the camshaft 6, wherein the switching of the transmission members 9, 11 takes place by an actuator 13. The actuating member 13 has a switching shaft 14 with two crankshafts 14a, 14b which are offset by 180 ° from each other, to which push rods 15, 16 engage, which are articulated to the transmission members 9, 11. The rotation of the switching shaft 14 takes place for example via an electric motor 13a with worm drive 13b.
    Each transmission member 9, 11 has a transmission region 9a with a transfer roller 17, and an exemption region 9b with a substantially U-shaped recess 19, 20, wherein each recess 19, 20 by two parallel legs 19a, 19b; 20a, 20b, and one the two legs 19a, 19b; 20a, 20b connecting web 19c; 20c is limited. The distance between the two legs 19a, 19b; 20a, 20b defined width of the recess corresponds at least to the width b of the brake cam 10 and exhaust cam 12. Each transmission member 9, 11 is pressed by an acting in the exemption area 9b spring 21, 22 against the camshaft 6, wherein the transfer rollers 17, 18 on the brake cam 10 and exhaust cam 12 rest and roll. The force of the springs 21, 22 lifts the two legs 19a, 19b; 20a, 20b slightly from the guideways 23, 24, 25, because a valve clearance at the valve-side ends of the brake and exhaust levers 5a, 5b is set. But when an outlet valve 4a, 4b is actuated, the corresponding leg 19a, 19b; 20a, 20b immediately to the guideways 23, 24, 25 at.
    In normal ferry operation, the brake lever 5a is deactivated and the outlet lever 5b is activated. In braking mode with full braking power, however, the brake lever 5a is activated and the outlet lever 5b is deactivated. The activation of the brake lever 5a takes place by the transmission member 9 from that shown in FIGS. 6 and 7. * * * «* * ♦ - *» · ** · ι · I «» I »Asked second position, which corresponds to a deactivation position for the brake lever 5a, in which from Figs. 8 and 9 apparent first position is brought, which an activation position for the brake lever 5a corresponds. At the same time synchronously, the second transmission member 11 from the drawn in Fig. 6 and 7 first step, which corresponds to an activation position for the Auslasshebei 5b, brought into the resulting from Fig. 8 and 9 second position, which corresponds to a deactivation position for the Ausiasshebel 5b.
    In the activation position of the brake lever 5a or of the outlet lever 5b, the first or second transmission member 9, 11 is displaced so that the transmission region 9a or 11a between the force application region of the brake lever 5a or outlet lever defined by the lever roller 5a 'or 5b' 5b and the camshaft 6 comes to rest. As a result, the respective stroke due to the brake cam 10 or exhaust cam 12 is transmitted via the transfer roller 17, 18 and the web 19c, 20c to the lever roller 5a ', 5b' of the brake lever 5a and outlet lever 5b.
    When deactivating the respective brake lever 5a or Ausiasshebels 5b, however, the transmission member 9, 11 is moved to the respective deactivation position in which the exemption range 9b, 11b between the lever roller 5a ', 5b' and the camshaft 6 comes to rest. The respective elevation of the brake cam 10 or exhaust cam 12 thus runs unhindered through the recess 19, 20 of the transmission links 9, 11, without the brake lever 5a or Ausiasshebel 5b is deflected.
    Fig. 6 shows the valve actuator 3 during the normal ferry operation, wherein both exhaust valves 4a, 4b are closed. The brake lever 5a is deactivated, wherein the first transmission member 9 is in the deactivating position forming second position. During Auslassventilhubes both outlet valves 4a, 4b are opened by the Ausiasshebel 5b via the valve bridge 7 in a conventional manner.
    Fig. 8 shows the valve operating device 3 in the engine braking operation, wherein the brake lever 5a is activated and the Ausiasshebel 5b is deactivated. The first transmission member 9 is in its first position, which forms an activation position for the brake lever 5a. The second transmission member 11 is in its second position in which the Ausiasshebel 5b is deactivated. In Fig. 8, both exhaust valves 4a, 4b are closed.
    Upon rotation of the camshaft 3, the exhaust cam 12 passes through the recess 20 of the second transmission member 11, whereby there is no deflection. *
    4 4 * 4 · · I ···· «» * 4 ** · l < 4 * * "··"> * * ♦ * of the outlet lever 5b comes. Since the transmission portion 9a of the first transmission member 9 is interposed between the lever roller 5a 'of the brake lever 5a and the cam shaft 6, the cam lift of the brake cam 10 including the cam lift of the auxiliary cam 10a is directly transmitted to the brake lever 5a via the transmission roller 17 and the ridge 9c. The deflection of the brake lever 5a is transmitted via the plunger 8 to the valve stem 4a 'of the first exhaust valve 4a, whereby it is opened, as shown in Fig. 9.
    In FIGS. 10 to 16, valve lifts h are respectively plotted against the crank angle KW, stroke curves for inlet valves being designated E and outlet valves A for the intake valves. Furthermore, the lifting curve of the first exhaust valve 4a and A2 the lifting curve of the valve bridge 7 and thus also of the two exhaust valves 4a and 4b are designated by Ax.
    Fig. 10 shows the valve strokes h for the normal ferry operation, wherein bottom dead centers with UT, top dead centers of the charge exchange with TDC and top dead centers of the ignition are designated ZOT.
    In Fig. 11, the lift curves h are shown for intake and exhaust valves E, A for the braking operation. The expansion phase is denoted by Ti, the extension phase by T2, the suction phase by T3 and the compression phase by T4. The brake lever 5 a is activated by the first position of the first transmission member 9, the outlet lever 5 b is deactivated by the second position of the second transmission member 11. It can be clearly seen that there is an opening of the first exhaust valve 4a during the expansion phase Tx.
    Since the brake cam 10 next to the main elevation still has an additional cam 10a, there is a two-time opening of the first exhaust valve 4a, wherein the second opening is performed in the region of the top dead center OT of the charge exchange. This second opening of the exhaust valve 4a allows a no-load opening of the intake valves.
    In the expansion phase Ti, a high valve lift of the outlet valve 4a with a large opening cross-section, whereby a good degree of filling and thus a high compression pressure at the beginning of the Ausschubphase can be achieved. Since both in the Ausschub- and in the compression phase T2, T4 a braking effect, a high braking performance is possible.
    FIGS. 12 to 16 show the transition between normal ferry operation and full engine brake operation, wherein the brake power is designated B. FIG. 12 corresponds to the normal ferry operation with 0% braking power B. From FIG. 12 to FIG. 16, the braking power B increases in steps of approximately 25% in each case. - 7 - «t
    The braking power B is proportional to the range At of the crank angle during a work cycle, which is made
    At = Ati + At2-At3 determined. Characterized in that the activation of the brake lever 5a takes place synchronously with the deactivation of the outlet lever 5b, a smooth transition between driving and braking operation and vice versa is made possible.
    权利要求:
    Claims (14)
    [1]
    1. A four-stroke internal combustion engine having an engine brake (2), with at least one exhaust valve (4a, 4b) per cylinder operated via a camshaft (6) and at least one valve lever arrangement (5), and with a device for advancing the exhaust control in which the valve lever arrangement (5) has an exhaust lever (5b) actuated by an exhaust cam (12b) and a brake lever (5a) which can be actuated by a brake cam (10), characterized in that the brake lever (5a) is connected via a brake lever (5a). 5a) and brake cam (10) arranged switchable first transmission member (9) is operable, wherein the brake lever (5a) is activated in a first position of the first transmission member (9) and deactivated in a second position of the first transmission member (9).
    [2]
    2. Internal combustion engine according to claim 1, characterized in that the outlet lever (5b) via a between the outlet lever (5b) and the exhaust cam (12) arranged switchable second transmission member (11) through the exhaust cam (12) is operable, wherein the outlet lever ( 5b) is activated in a first position of the second transmission member (11) and deactivated in a second pitch of the second transmission member (11).
    [3]
    3. Internal combustion engine according to claim 1 or 2, characterized in that the first position of the first transmission member (9) is associated with the engine braking operation and the second position the ferry operation.
    [4]
    4. Internal combustion engine according to claim 2 or 3, characterized in that the first position of the second transmission member (11) is assigned to the ferry operation and the second position to the braking operation.
    [5]
    5. Internal combustion engine according to one of claims 1 to 4, characterized in that the first and the second transmission member (9, 11) are synchronously actuated in opposite directions in opposite directions.
    [6]
    6. Internal combustion engine according to one of claims 1 to 5, characterized in that the brake cam (10) with respect to the exhaust cam (12) is arranged in phase offset by about 90 ° leading.
    [7]
    7. Internal combustion engine according to one of claims 1 to 6, characterized in that the transmission member (9, 11) each have a transmission region (9a, 11a) and an exemption range (9b, 11b), wherein in the first position of the transmission member (9, 11) the transmission * * * * 4 * * »iß * * ·. * • | I · · »I I» # I < "* * # I" ι I "t _ f i r. 9a, 11a) and in the second position of the transmission member (9, 11) the release region (9b, 11b) between the force introduction region of the brake lever (5a) and the brake cam (10) or Ausiassnocken (12) is arranged.
    [8]
    8. Internal combustion engine according to claim 7, characterized in that the transmission region (9a, 11a) on the brake cam (10) or Ausiassnocken (12) rolling-off transfer roller (17, 18).
    [9]
    9. Internal combustion engine according to claim 7 or 8, characterized in that the release area (9b, 11b) has a substantially U-shaped recess (19, 20) which of two substantially parallel opposite legs (19a, 19b, 20a, 20b ) and one of these two legs (19a, 19b, 20a, 20b) connecting web (19c, 20c) is clamped, wherein the by the legs (19a, 19b, 20a, 20b) defined width of the recess (19, 20) at least the Width (b) of the brake cam (10) and exhaust cam (12) corresponds and the depth of the recess (19, 20) by the radial projection of the rotating brake cam (10) and exhaust cam (12) defines defined.
    [10]
    10. Internal combustion engine according to one of claims 7 to 9, characterized in that the legs (19a, 19b, 20a, 20b) of the release area (9b, 11b) along guide tracks (23, 24, 25) of the camshaft (3) on both sides of the brake cam (10) and exhaust cam (12) are slidably guided.
    [11]
    11. Internal combustion engine according to one of claims 1 to 10, characterized in that the brake lever (5a) acts directly on the valve stem (4a ') of a first exhaust valve (4a).
    [12]
    12. Internal combustion engine according to one of claims 1 to 11, characterized in that the outlet lever (5b) acts indirectly via a valve bridge (7) on at least a first and a second exhaust valve (4a, 4b) per cylinder.
    [13]
    13. Internal combustion engine according to one of claims 1 to 12, characterized in that the transmission member (9, 11) by a preferably electric actuator (13) is displaceable between the first position and the second position.
    [14]
    14. Internal combustion engine according to claim 13, characterized in that the actuating member (13) has a switching shaft (14) with two crankshafts offset by 180 ° (14a, 14b), wherein the first transmission element (9) preferably via a first connecting rod (15) with a first crank throw (14a) and the second transfer member (11) preferably via a second push rod (16) with a second crank throw (14b) is connected. 2010 09 23 Fu / Pa

    Patent Attorney Dipl.-Ing. ivl £ g. f. - 1 SC Witrn. ;; "v. Giirtjl 39/37 rt '·' .: (« »< '·' y SA » : · Ί3 · »! Ί · 4ί '!} M 333« ·' »·«. ≫ !: p *, · ιΐ ** · »ι.ι * Ι, Ι» ι <.
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    引用文献:
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    AT15832010A|AT510527B1|2010-09-23|2010-09-23|FOUR-STROKE COMBUSTION ENGINE WITH A MOTOR BRAKE|AT15832010A| AT510527B1|2010-09-23|2010-09-23|FOUR-STROKE COMBUSTION ENGINE WITH A MOTOR BRAKE|
    PCT/EP2011/064728| WO2012038191A1|2010-09-23|2011-08-26|Four-stroke internal combustion engine with engine brake|
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