• 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 an internal combustion engine having at least one exhaust valve (3) per cylinder operable via a camshaft and at least one transmission element (40, 70), wherein at least one hydraulic valve clearance compensation device (8) is arranged in the transmission element (40, 40) between the camshaft and the outlet valve (3). 70), the valve play compensation device (8) has a piston (10) adjoining a pressure chamber (9) and at least one relief line (14) which can be connected to a pressure sink via a pressure relief valve (15) and a pressure relief valve (9) Engine brake device with which at least one exhaust valve (3) can be kept open during at least one engine braking phase, wherein the engine brake device is formed by the valve clearance compensation device (8). In order to realize both a motor brake as well as an automatic valve clearance compensation in the simplest possible way, it is provided that the transmission element (40, 70) in an end position preferably corresponding to a rest position preferably in the region of a side facing away from the outlet valve (3) on a particularly preferred adjustable abutment (18) is applied, wherein the discharge line (14) ends in the region of the counter-holder (18), the counter-holder (18) in the end position, the discharge line (14) sealingly covers and the first transmission element (40) by a tilting or Tail lever trained valve lever (4) is formed.
    公开号:AT511041A1
    申请号:T1802011
    申请日:2011-02-10
    公开日:2012-08-15
    发明作者:Rudolf Dipl Ing Enzendorfer；Kurt Dipl Ing Schmidleitner
    申请人:Avl List Gmbh；
    IPC主号:
    专利说明:

    • Μ • ·
    ·* 1"·
    56142
    The invention relates to an internal combustion engine with at least one actuatable via a camshaft and at least one transmission element outlet valve per cylinder, wherein between the camshaft and the outlet valve at least one hydraulic valve clearance compensation device is arranged in the transmission element, the valve clearance compensation device has a piston adjacent to a pressure chamber and at least one of the pressure chamber via a relief valve with a pressure sink connectable relief line starts, and with an engine brake device with which at least one exhaust valve can be kept open during at least one engine braking phase.
    From EP 2 143 894 A1 and EP 2 143 896 A1, internal combustion engines with engine braking devices and valve clearance compensation mechanisms are known. In each case, a hydraulic valve clearance compensation mechanism is arranged in a valve bridge. The valve play balancing mechanism has a piston adjacent to a pressure chamber, which pressure chamber is flow-connected via a non-return valve to a pressure line having a constant pressure. From the pressure chamber, a Enttastungsleitung goes out, which opens via a controllable relief valve in an oil outlet opening. In the valve bridge, a hydraulic additional valve control unit of the engine control device is further arranged, whose control pressure chamber is flow-connected to the pressure chamber of the controllable relief valve. The control pressure chamber communicates via an oil passage with a control pressure line in a counter-holder in flow connection, wherein a counter-holder via a stop piston contacts the valve bridge on a side facing away from the exhaust valves. Due to the numerous arranged in the valve bridge hydraulic piston and pressure lines a high processing and manufacturing effort of the valve bridge is required, the valve bridge is structurally weakened and thus must be designed correspondingly massive.
    The engine brake devices described in the cited publications are each a hybrid form of an engine dust brake and a decompression brake, which is also referred to in particular as an EVB (= exhaust valve brake). The hydraulic additional valve control unit is mounted on one side in a two outlet valves simultaneously actuated valve bridge of the connection mechanism. The supply of the hydraulic additional valve control unit with oil by means of the already existing oil circuit of the respective internal combustion engine. In this type of engine braking device, the use of hydraulic lash adjusters requires additional measures to prevent uncontrolled inflation of the lash adjuster during engine braking operation, which could result in severe engine damage. In EP 2 143 894 A1 and EP 2 143 896 A1, this takes place in that the pressure chamber of the hydraulic valve lash adjuster is depressurized via a controllable relief valve during engine braking operation. The well-known from the prior art arrangement with numerous oil holes and hydraulic piston in the valve bridge has the disadvantage that the valve bridge is structurally weakened and this must therefore be sized larger.
    The object of the invention is to realize a simple and space-saving manner both an engine brake, as well as an automatic valve clearance compensation.
    According to the invention, this is achieved in that the engine brake device is formed by the valve train compensation device.
    It is particularly advantageous if the transmission element bears against a particular adjustable counter-holder in an end position which preferably corresponds to a rest position in the region of a side facing away from the outlet valve, the relief line terminating in the region of the counter-holder. In the end position of the counterholder covers the outlet opening of the discharge line sealing.
    The relief line and the relief valve are preferably arranged in a first transmission element formed by a valve lever. The hydraulic valve clearance compensation device can also be arranged in this first transmission element. Alternatively, it is also possible to arrange the valve lash adjuster in a second transmission element formed by a preferably guideless valve bridge. Via the controllable relief valve, the relief line is released in at least one engine braking operating region and locked in at least one engine operating region. The controllable relief valve is preferably formed by a hydraulically, pneumatically, electrically and / or mechanically controllable relief valve and may have a counter to the force of a return spring deflectable by the control pressure control piston. Alternatively, it is also possible that the controllable relief valve has a transverse to the pressure line arranged rotary valve.
    The invention is explained in more detail below with reference to the figures:
    1 shows a valve actuating device of an internal combustion engine according to the invention in cross section in a first embodiment variant, FIG. 2 shows this valve actuating device in a section along the line II-II in FIG. 2 φ φ φ φ ·· φ φ φ φ · φ φ · * φ φφφ φ φ φφφφ φ φφφφ φ φ φ φ φ φ φ φ φ φ φ φφ φφ JM * φΦ φφ φΦ 1, FIG. 3 a valve actuating device of an internal combustion engine according to the invention in a second embodiment, and FIG. 4 a valve actuating device of an internal combustion engine according to the invention in one third embodiment.
    Functionally identical parts are provided in the embodiment variants with the same reference numerals.
    In the figures, in each case one arranged in a cylinder head 1 valve actuator 2 for the operation of exhaust valves 3 is shown. The valve actuating device 2 has a first transmission element 40, which is formed by a valve lever 4 designed as a rocker lever in the example, which is rotatably mounted about a rocker shaft 5 and is driven by a camshaft, not shown. As an alternative to the rocker arm, a drag lever can also be used. The valve lever 4 acts on the two outlet valves 3 via a first end 6 and a second transmission element 70 formed by a valve bridge 7. The valve actuating device 2 has a hydraulic valve clamping device 8 with a piston 10 adjoining a pressure chamber 9. In the pressure chamber 9 opens via an 11a loaded by a spring check valve 11, an oil pressure line 12 with a constant oil pressure pc, which is fluidly connected to an oil supply passage 13 within the valve lever shaft 5. The valve bridge 7 may be guided or formed without guidance.
    From the pressure chamber 9 is a discharge line 14 goes out, wherein in the discharge line 14, a controllable relief valve 15 is arranged. The relief line 14 terminates in a region 16 of the valve lever 4 facing away from the outlet valves 3. The valve lever 4 lies in the region 16 facing away from the outlet valve levers 3 against a counterholder 18 which can be adjusted by an adjusting screw 17, as long as the valve lever 4 is not actuated by an exhaust cam of the camshaft becomes. The outlet opening 14a of the discharge line 14 is covered by the counter-holder 18.
    In the embodiments illustrated in FIGS. 1 to 3, the hydraulic valve clearance compensation device is arranged in the region of the valve bridge 7 at the first end 6 of the valve lever 4. Thus, no holes must be incorporated into the valve bridge 7.
    In the embodiment variant shown in FIGS. 1 and 2, the controllable relief valve 15 is formed by a hydraulic valve and has a control piston 19 arranged transversely to the relief line 14, which is controlled by the control pressure pST of a control line 20 opening into a control pressure chamber 21. · Is deflected against the force of a return spring 22, as indicated in Fig. 2 by the arrow P. The control piston 19 can also be actuated pneumatically, electrically or mechanically.
    3 shows a further embodiment in which the controllable relief valve 15 has a mechanically, electrically, pneumatically or hydraulically rotatable control slide 23, which is arranged transversely to the relief line 14.
    As shown in FIG. 4, the hydraulic valve clearance compensation device 8 can also be arranged in the valve bridge 7. Here, in the connecting joint 24 between the valve lever 4 and the valve bridge 7, a first bore 25 for the opening into the pressure chamber 9 of the valve lash adjuster 8 oil pressure line 12 and a second bore 26 for the outgoing pressure chamber 9 relief line 14 is provided.
    The internal combustion engine has a controllable throttle device not shown in the exhaust line, which may be formed for example by an exhaust gas flap. Upon actuation of the engine brake, the throttle device is closed, whereby exhaust gas in the exhaust passage between the exhaust valve opening of the cylinder and the throttle device is jammed. This back pressure in the exhaust passage causes an intermediate opening of the exhaust valves 3, which occurs in particular at the end of the intake stroke of each four-stroke cycle of the internal combustion engine. During this intermediate opening, relief of the hydraulic lash adjuster 8 occurs, whereby it is "inflated" by the constant oil pressure pc up to a maximum value. would become. The deflected piston 10 of the valve lash adjuster 8, however, would keep the exhaust valves 3 open even after the engine braking operation has ended since a leakage-related depressurization would only begin gradually and slowly. This could cause malfunction and serious engine damage. In order to avoid an undesired deflection of the piston 10 of the hydraulic valve lash adjuster 8, the controllable relief valve 15 is opened during the activation of the engine braking operation, whereby a pressure relief of the Dmckraumes 9 of the hydraulic valve lash adjuster 8 is made possible. However, since the outlet opening 14a of the discharge line 14 remains closed by the counter-holder 18, as long as the valve lever 4 is not actuated by an exhaust cam, the pressure relief occurs only in the exhaust stroke. During the compression stroke and the expansion stroke, however, the pressure in the pressure chamber 9 remains essentially unchanged, which is why the deflected piston 10 holds the exhaust valves 3 in the opening position corresponding to the engine brake operation via the valve bridge 7. • * • Μ * * • * * * * * * * * Φ · · · · Φ · * *
    The described engine braking device with a hydraulic valve lash adjuster 8 makes it possible to realize both an engine brake and a hydraulic lash adjuster in a simple manner with minimal effort and a low number of parts. This structurally weakening intervention on the valve lever can be kept to a minimum. Unlike other known engine brake devices with hydraulic lash adjuster, a single element, namely the hydraulic lash adjuster 8, serves both automatic lash adjuster and engine brake operation. More hydraulic pistons can therefore be saved.
    权利要求:
    Claims (16)
    [1]
    1. An internal combustion engine having at least one exhaust valve (3) per cylinder operable via a camshaft and at least one transmission element (40, 70), wherein at least one hydraulic valve clearance compensation device (8) in the transmission element (40, 70) is arranged between the camshaft and the outlet valve (3) ), the valve clearance compensation device (8) has a piston (10) adjoining a pressure chamber (9) and at least one relief line (14) which can be connected to a pressure sink via a pressure relief valve (15) and an engine brake device with which at least one exhaust valve (3) can be kept open during at least one engine braking phase, characterized in that the engine brake device is formed by the valve play compensation device (8).
    [2]
    2. Internal combustion engine according to claim 1, characterized in that the transmission element (40, 70) in a preferably a rest position corresponding end position preferably in the region of the outlet valve (3) facing away from a particularly preferably adjustable counter-holder (18), wherein the Relief line (14) ends in the region of the counter-holder (18).
    [3]
    3. Internal combustion engine according to claim 2, characterized in that the counter-holder (18) in the end position, the discharge line (14) sealingly covers.
    [4]
    4. Internal combustion engine according to one of claims 1 to 3, characterized in that the discharge line (14) at least predominantly in a first carry eie element (40) is arranged.
    [5]
    5. Internal combustion engine according to one of claims 1 to 4, characterized in that the relief valve (15) in the first transmission element (40) is arranged.
    [6]
    6. Internal combustion engine according to one of claims 1 to 5, characterized in that the hydraulic valve clearance compensation device (8) in the first transmission element (40) is arranged.
    [7]
    7. Internal combustion engine according to one of claims 1 to 5, characterized in that the hydraulic valve clearance compensation device (8) in a second transmission element (70) is arranged.
    [8]
    8. Internal combustion engine according to one of claims 1 to 7, characterized in that the controllable relief valve (15) hydraulically via a control line (20) is actuated.
    [9]
    9. Internal combustion engine according to one of claims 1 to 8, characterized in that the controllable Entlastungsventii (15) is pneumatically actuated.
    [10]
    10. Internal combustion engine according to one of claims 1 to 9, characterized in that the controllable relief valve (15) is electrically actuated.
    [11]
    11. Internal combustion engine according to one of claims 1 to 10, characterized in that the controllable relief valve (15) is mechanically actuated.
    [12]
    12. Internal combustion engine according to one of claims 1 to 12, characterized in that the controllable relief valve (15) has a counter to the force of a return spring (22) by the control pressure (p ^) in the control line (20) deflectable control piston (19).
    [13]
    13. Internal combustion engine according to one of claims 1 to 12, characterized in that the controllable relief valve (15) has a rotary valve (23).
    [14]
    14. Internal combustion engine according to one of claims 1 to 13, characterized in that the first transmission element (40) is formed by a Kippoder rocker arm valve lever (4).
    [15]
    15. Internal combustion engine according to one of claims 1 to 14, characterized in that the second transmission element (70) by a, preferably guideless, valve bridge (7) is formed.
    [16]
    16. Internal combustion engine according to one of claims 1 to 15, characterized in that the valve clearance compensation element (8) in a counter-holder (18) facing away from the exhaust valve side region (16) of the valve lever (4) is arranged. 2011 02 10

    A-1150 Vienna, Mariahilfer Gärte) 39/17 Tel .: (+43 1) 892 89 3M Fax: (+431) 892 89 333 es * «**« r'WMM.miaMajttJttet Fu / St
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    同族专利:
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    DE102012100962A1|2012-08-23|
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    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    EP0593908A1|1992-10-20|1994-04-27|Steyr Nutzfahrzeuge Ag|Engine brake with exhaust throttle|
    DE10047141A1|1999-09-22|2001-03-29|Mack Trucks|Device for a two-stroke compression engine brake operation in a four-stroke engine and method for carrying out such an operation|
    WO2007078309A2|2005-12-28|2007-07-12|Jacobs Vehicle Systems, Inc.|Method and system for partial cycle bleeder brake|DE102013107051A1|2012-07-27|2014-01-30|Gunnar Auböck|Security device for, e.g. window, has additional locking element having first component with slider, guide sleeve for slider, and rod which is rigidly connected with slider and has recess with locking pin|DE102008032775A1|2008-07-11|2010-01-14|Man Nutzfahrzeuge Aktiengesellschaft|Internal combustion engine with an engine brake device and a valve clearance compensation mechanism|
    DE102008061412A1|2008-07-11|2010-01-14|Man Nutzfahrzeuge Ag|Hydraulic valve and EVB clearance compensation|
    CN101392667B|2008-10-30|2013-02-27|杨柳|Engine braking apparatus and method using single valve and bridge of valve|
    CN101526018B|2009-03-11|2012-05-30|浙江黎明发动机零部件有限公司|Compression braking device of four-stroke cycle internal combustion engine|DE102015016605A1|2015-12-22|2017-06-22|Man Truck & Bus Ag|Internal combustion engine with an engine dust brake and a decompression brake|
    DE102015016723A1|2015-12-22|2017-08-03|Man Truck & Bus Ag|Internal combustion engine with an engine dust brake and a decompression brake|
    CN112065524B|2020-09-11|2021-09-28|潍柴动力股份有限公司|Rocker arm assembly and engine|
    法律状态:
    优先权:
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    AT1802011A|AT511041B1|2011-02-10|2011-02-10|Internal combustion engine|AT1802011A| AT511041B1|2011-02-10|2011-02-10|Internal combustion engine|
    DE201210100962| DE102012100962A1|2011-02-10|2012-02-06|Combustion engine has exhaust valve is held open during motor brake phase with motor brake device which formed by valve clearance input device having bordering piston extended from pressure chamber over relief valve|
    CN201210103118.8A| CN102635419B|2011-02-10|2012-02-10|Internal combustion engine|
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