• 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 having an engine brake (4), with at least one exhaust valve (1) per cylinder actuated via a cam (21) of a camshaft (2) and at least one first valve lever arrangement (5), wherein the first valve lever arrangement (5 ) has a cam-side first lever arm (8) and an outlet valve-side second lever arm (9), with a device for advancing the outlet control (1). In order to realize a motor brake with doubled braking phases in the simplest possible way and with a small installation space, it is provided that the first valve lever arrangement (5) is a switching element (10) for adjusting the cam-side first lever arm (8) between a working position (A) and a braking position (B) and that acts on the first lever arm (8) of the first valve lever assembly (5) a cam-operated second valve lever assembly (6).
    公开号:AT510528A1
    申请号:T15822010
    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:

    56071
    The invention relates to a four-stroke internal combustion engine with an engine brake, with at least one actuated via a cam of a camshaft and at least a first valve lever assembly exhaust valve per cylinder, the first valve lever assembly having a cam-side first lever arm and a Auslaßventilseitigen second lever arm, with a device for Vorverstellung the Exhaust.
    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 electrohydraulic 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 only runs idle and the release 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 a Bremsleis-tungungunggegeiung and adapt to any speed. The disadvantage is that a high control effort is required and that relatively much space is required by the additional brake lever.
    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.
    According to the invention this is achieved in that the first valve lever assembly comprises a switching member for adjusting the cam-side first lever arm between a working position and a braking position and that acts on the first lever arm of the first valve lever assembly, a cam-operated second valve lever assembly, wherein preferably the second valve lever assembly has a working lever and a brake lever , Wherein work lever and brake lever are preferably pivotally mounted about the same axis and wherein the working lever acts only in the working position and the brake lever only in the braking position on the first lever arm of the first Ventithebelanordnung.
    Doubled braking phases can be made possible by the fact that the brake lever is actuated by an angle of about 90 ° out of phase before Arbeitshebei by the camshaft.
    In principle, working and brake levers can be actuated by different cams. To save space, but it is particularly advantageous if the working and the brake lever from the same cam of the camshaft can be actuated. To ensure that both the working lever, and the brake lever are in constant contact with the camshaft, it can be provided that the working lever and the brake lever are pressed by preferably a spring against the camshaft, preferably the spring on the one hand on the working lever and on the other hand is supported on the brake lever.
    A particularly simple operation is made possible when the first lever arm has a lever element which can be adjusted by the switching element, wherein preferably the switching element is formed by a hydraulically actuatable actuator.
    To switch between normal working and braking operation only relatively small forces are required if the cam has at least one flanked by the base circle relief section having a smaller distance from the axis of rotation of the camshaft than the base circle, preferably the relief section diametrically to a lifting section of Cam is arranged.
    The switching of the switching member causes, in the working position of the working lever and in the braking position of the brake lever acts on the first lever arm of the first valve lever assembly, while the other lever of the second valve lever assembly is exempted from the first valve lever assembly.
    The invention will be explained in more detail below with reference to FIGS.
    1 shows an engine brake of an internal combustion engine according to the invention in an oblique view, FIG. 2 shows the engine brake in an end view, FIG. 3 shows the engine brake in the working position of a sectional view, FIG. 4 shows the engine brake in a braking position in a sectional view, FIG the engine brake in the working position with the exhaust valves closed, FIG. 7 the engine brake in the braking position with the exhaust valves closed, FIG. 8 the engine brake in the braking position with the exhaust valves open, FIG. 9 a valve lift diagram of the internal combustion engine in the normal state 10 shows a valve lift diagram of the internal combustion engine in braking mode, FIG. 11 shows a further valve lift diagram of the internal combustion engine in braking mode, and FIG. 12 shows a cam of an internal combustion engine according to the invention in an end view.
    As shown in Fig. 1, exhaust valves 1 of the internal combustion engine are actuated by a valve actuator 3 having a camshaft 2. The valve actuating device 3 has an engine brake 4 with a first valve lifting arrangement 5 and a second valve lever arrangement 6. The first valve lever arrangement 5 is designed substantially as a pivotable about a first axis 7 rocker arm with a cam-side first lever arm 8 and an outlet valve side second lever arm 9. The first lever arm 8 can be adjusted via a designed as a hydraulic actuator 11 switching member 10 with a between a normal working position A and a braking position B. To make this possible, the first valve lever assembly 5, a lever member 12 which is pivotally mounted about a fixedly connected to the first valve lever assembly 5 axis 13 between the working position A and the braking position B, wherein the lever member 12 by a spring 14 in the direction of Working position A is biased. The second lever arm 9 acts on a valve bridge 15 for actuating two exhaust valves 1 per cylinder.
    The second valve lever assembly 6 consists of a working lever 16 and a brake lever 17 which are pivotally mounted about a common axis 22. By a spring 18 both levers 16, 17 are pressed by rollers 19, 20 to a common cam 21 of a camshaft 2. The working lever 16 and the brake lever 17 are arranged relative to the first valve lever assembly 5 so that in the working position A of the working lever 16, and in the braking position B of the brake lever 17 acts on the lever member 12 of the first valve lever assembly 5. The brake lever 17 is arranged with respect to the working lever 16 so that - viewed in the direction of rotation of the camshaft 2 - the contact point 17a of the brake lever 17 with the cam 21 by an angle cc of about 90 ° in front of the contact point 16a of the working lever 16 with the cam 21 , This results in that the exhaust valves 1 in the braking position B by a crank angle of about 180 °, ie a work cycle, can be advanced.
    Fig. 3 shows the engine brake 4 in a working position A, wherein the internal combustion engine is operated normally. In this working position A, the lever member 12 is held by the spring 14 in its upper position, the actuator 11 is deactivated, so switched without pressure. The camshaft 2 with the cam 21 is driven in accordance with the arrow 23, wherein the Flubabschnitt 21a of the cam 21 first the brake lever 17 and then the working lever 16 lifts, as shown in Figs. 5 and 6. In this working position A of the brake lever 17 is exempt from the first valve lever assembly 5, which is why the operation of the brake lever 17 has no effect on the lifting movement of the exhaust valves 1. In contrast, causes the deflection of the operating lever 16 through the lifting portion 21a of the cam 21 that the exhaust valves 1 are opened by the working lever 16 transmits the movement via the lever member 12 of the first lever arm 8 and the second lever arm 9 on the valve bridge 15 and the exhaust valves 1 (Figure 6).
    Fig. 4 shows the engine brake 4 in its braking position B, wherein the cylinder chamber 11 a of the actuator 11 is acted upon by control pressure and the lever member 12 is moved to its braking position B shown in FIG. In this braking position B, the working lever 16 of the second valve lever assembly 6 is exempted from the first valve lever assembly 5, while the brake lever 17 acts directly on the lever member 12 a. This makes it possible to advance the exhaust valves 1 by about 180 ° crank angle KW, whereby they are already opened during the downward movement of the piston. The deflection of the Bremshebeis 17 is transmitted via the lever member 12 of the first lever arm 8 of the first valve lever assembly 5 to the second lever arm 9, which opens the exhaust valves 1 via the valve bridge 15, as shown in Figs. 7 and 8.
    In Fig. 9, the valve lift H is plotted against the crank angle KW for the normal working operation of the internal combustion engine, where I is the valve lift curve of the intake valves and E is the valve lift curve of the exhaust valves 1, ZOT is the top dead center of the ignition, with UT is the bottom dead center and OT is the top dead center of the gas exchange. The four strokes of the internal combustion engine - expansion, exhaust, intake, compression - are indicated by the reference TI, T2, T3 and T4.
    10 shows a diagram in which the valve lift H for the braking operation is plotted against the crank angle KW. As can be clearly seen, the valve opening of the exhaust valves 1 is pre-adjusted by one operating stroke compared to the working operation, whereby now the exhaust valves 1 are opened in descending piston. In order to avoid a mechanical overload of the entire valve train, a throttling in the Ausschubphase is required. During engine braking operation, the following steps take place during one cycle:
    In the phase designated Bl residual gas is emptied into the exhaust manifold. This is followed by a free intake from the exhaust manifold in B2. In B3, the gas is expelled from the cylinder space while throttling. In phase B4, residual gas is emptied into the inlet plenum. This is followed by a free intake from the inlet plenum in B5. Finally, in B6, the gas within the cylinder space is pushed out in B6. The actual braking effect occurs in phases B3 and B6. With BE is a mechanical discharge phase for a free adjustment called. This mechanical relief phase BE is defined by a relief portion 21c of the cam 21 having a smaller distance from the rotation axis 2a of the camshaft 2 than the base circle 21b of the cam 21. The relief portion 21c is located diametrically to the lift portion 21a on the cam 21 and is rotated by flanking two base circle sections 21b. By the relief section 21c ensures that the operation of the engine brake 4 can be done with minimal effort.
    The regulation of the braking power can be done either via an adjustment of an exhaust flap in the exhaust pipe or via an adjustment of the exhaust valve E during the braking operation B. In the latter case, a central stroke adjustment for all cylinder units is possible in that the amount of control oil fed into the cylinder chamber 11a of the actuator 11 is metered. The cylinder chamber 11a is fed in each case by a central oil passage 24 in the axis 7 of the first valve lever arrangement 5. In this way, the lifting movement of the exhaust valve 1 can be adjusted during braking operation B in any intermediate positions El, E2, E3, E4, E5, as shown in FIG. 11.
    权利要求:
    Claims (8)
    [1]
    - 6 - - 6 - * · • * < 1. A four-stroke internal combustion engine having an engine brake (4), with at least one exhaust valve (1) per cylinder operated via a cam (21) of a camshaft (2) and at least one first valve lever arrangement (5), wherein the first valve lever arrangement (5) a cam-side first lever arm (8) and an outlet valve-side second lever arm (9), with a device for advancing the exhaust control (1), characterized in that the first valve lever arrangement (5) is a switching member (10) for adjusting the cam-side first lever arm ( 8) between a working position (A) and a braking position (B) and that acts on the first lever arm (8) of the first valve lever assembly (5) a cam-operated second valve lever assembly (6).
    [2]
    2. Internal combustion engine according to claim 1, characterized in that the second valve lever assembly (6) has a working lever (16) and a brake lever (17), wherein working lever (16) and brake lever (17) preferably about the same axis (22) are pivotally mounted and wherein the working lever (16) acts only in the working position (A) and the brake lever (17) only in the braking position (B) on the first lever arm (8) of the first valve lever assembly (5),
    [3]
    3. Internal combustion engine according to claim 2, characterized in that the brake lever (17) by an angle (a) of about 90 ° out of phase in front of the working lever (16) by the camshaft (2) is actuated.
    [4]
    4. Internal combustion engine according to claim 2 or 3, characterized in that the working and the brake lever (16, 17) of the same cam (21) of the camshaft (2) are actuated.
    [5]
    5. Internal combustion engine according to one of claims 2 to 4, characterized in that the working lever (16) and the brake lever (17) are pressed by preferably a spring (18) against the camshaft (2), wherein preferably the spring (18) on the one hand on the working lever (16) and on the other hand on the brake lever (17) is supported.
    [6]
    6. Internal combustion engine according to one of claims 1 to 5, characterized in that the first lever arm (8) from the switching member (10) adjustable lever element (12).
    [7]
    7. Internal combustion engine according to one of claims 1 to 6, characterized in that the switching member (10) by a hydraulically actuated actuator (11) is formed.
    [8]
    8. Internal combustion engine according to one of claims 1 to 7, characterized in that the cam (21) at least one of the base circle (21b) flanked on both sides relief portion (21c) which a smaller distance from the axis of rotation (2a) of the camshaft (2) as the base circle (21b), wherein preferably the relief portion (21c) is disposed diametrically to a lift portion (21a) of the cam (21). 2010 09 23 Fu / Pa

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    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE817834C|1947-11-08|1951-10-22|Austin Motor Co Ltd|Cam for controlling the valve of an internal combustion engine|
    DE3839452C2|1988-11-23|1991-03-07|Daimler-Benz Aktiengesellschaft, 7000 Stuttgart, De|
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    DE4423657C2|1994-07-06|1997-10-02|Daimler Benz Ag|Actuating device for an engine brake valve of an internal combustion engine|
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    US6000374A|1997-12-23|1999-12-14|Diesel Engine Retarders, Inc.|Multi-cycle, engine braking with positive power valve actuation control system and process for using the same|
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    AT3600U1|1999-03-18|2000-05-25|Avl List Gmbh|FOUR-STOCK COMBUSTION ENGINE WITH AN ENGINE BRAKE|
    AT4387U1|2000-09-12|2001-06-25|Avl List Gmbh|MULTI-CYLINDER INTERNAL COMBUSTION ENGINE WITH AN ENGINE BRAKING DEVICE|
    JP3701592B2|2001-09-14|2005-09-28|本田技研工業株式会社|Failure detection device for deceleration cylinder-removed engine vehicle|
    SE523849C2|2001-10-11|2004-05-25|Volvo Lastvagnar Ab|Exhaust valve mechanism in internal combustion engine|
    SE521189C2|2002-02-04|2003-10-07|Volvo Lastvagnar Ab|Device for supplying EGR gas|
    US7392772B2|2004-05-06|2008-07-01|Jacobs Vehicle Systems, Inc.|Primary and offset actuator rocker arms for engine valve actuation|
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    法律状态:
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