ДВИГАТЕЛЬ ВНУТРЕННЕГО СГОРАНИЯ С УСТРОЙСТВОМ ТОРМОЖЕНИЯ ДВИГАТЕЛЕМ

Двигатель внутреннего сгорания содержит по меньшей мере один выпускной клапан для отвода отработавших газов из по меньшей мере одной камеры сгорания, а также устройство торможения двигателем с гидравлическим узлом управления клапаном, с помощью которого выпускной клапан при приведенном в действие устройстве торможения двигателем может удерживаться в промежуточном открытом положении. Далее, двигатель внутреннего сгорания содержит гидравлический механизм регулировки клапанных зазоров для выпускного клапана и масляный канал, который для подвода масла в дополнительный гидравлический узел управления клапаном выполнен между последним и механизмом регулировки клапанных зазоров и который для регулировки клапанного зазора выпускного клапана может запираться с помощью запирающего устройства. Такое выполнение обеспечит надежную и безопасную эксплуатацию. 11 з.п. ф-лы, 7 ил.

ДЕКОМПРЕССИОННОЕ ТОРМОЗНОЕ УСТРОЙСТВО В ЭНДОТЕРМИЧЕСКИХ ДВИГАТЕЛЯХ

Изобретение может быть использовано в исполнительных устройствах торможения эндотермических двигателей. Декомпрессионное тормозное устройство в эндотермическом двигателе (1) содержит головку, по меньшей мере, с одной осью (2) коромысла, на которой установлено с возможностью поворота и эксцентрично множество эксцентриковых втулок, соответствующее множеству коромысел (3). Каждое коромысло (3) снабжено толкателем (4) для приведения в действие одного или более выпускного клапана (5). Кулачковый вал (30) выполнен с возможностью приведения в действие множества коромысел (3). Устройство содержит приводной элемент, установленный снаружи оси (2) коромысла и соединенный с втулками посредством соединительных средств. Соответствующий поворот втулок на заданное угловое значение с последующим смещением шарнирной оси коромысел (3) соответствует каждому перемещению приводного элемента. Соединительные средства содержат множество рычагов (9), установленных на втулках, множество стержней (8), установленных ...

СПОСОБ УПРАВЛЕНИЯ УСТРОЙСТВОМ ТОРМОЖЕНИЯ ДВИГАТЕЛЕМ, УСТРОЙСТВО ТОРМОЖЕНИЯ ДВИГАТЕЛЕМ И ТРАНСПОРТНОЕ СРЕДСТВО

Способ управления устройством торможения двигателем предназначен для двигателей внутреннего сгорания транспортных средствах. Устройство торможения двигателем имеет систему впуска, выхлопную систему, клапаны газового обмена, связанные с двигателем внутреннего сгорания, и турбонаддув и узел торможения двигателем. Турбонаддув осуществляется посредством выхлопного турбокомпрессора, встроенного в выхлопную систему и в систему впуска. Узел торможения двигателем имеет декомпрессионный тормоз и тормозной щиток. Декомпрессионный тормоз воздействует по меньшей мере на один выпускной клапан и управляется газом и/или зависит от противодавления выхлопного газа. Тормозной щиток размещен в выхлопной системе и приводит к накоплению выхлопного газа. В режиме торможения двигателем требуемым тормозящим моментом (B) управляют в соответствии с давлением наддува (PL) выхлопного турбокомпрессора и с противодавлением (PA) выхлопного газа выше по потоку относительно тормозного щитка (12). Тормозной щиток (12) размещен ...

СПОСОБ УПРАВЛЕНИЯ ТЕМПЕРАТУРОЙ ОТРАБОТАВШИХ ГАЗОВ

Изобретение может быть использовано при управлении температурой отработавших газов на транспортном средстве с двигателем внутреннего сгорания. Способ управления температурой отработавших газов во время прерывания подачи топлива предназначен для двигателя (10) транспортного средства (100), приводящего трансмиссию (22) транспортного средства (100). Способ заключается в чередовании двух или большего числа рабочих режимов, по меньшей мере один из которых поддерживает более высокую температуру отработавших газов, чем один или несколько других рабочих режимов. Двигатель (10) отключают от трансмиссии (22) в одном из рабочих режимов, чередуемом с режимом работы двигателя в качестве компрессионного тормоза для создания тормозного момента. Технический результат заключается в поддержании температуры отработавших газов на уровне, обеспечивающем возможность работы системы нейтрализации отработавших газов в приемлемом температурном диапазоне. 2 н. и 3 з.п. ф-лы, 5 ил.

МОТОРНЫЙ ТОРМОЗ ДЛЯ ДВИГАТЕЛЯ ВНУТРЕННЕГО СГОРАНИЯ СО СЖАТИЕМ ВОЗДУХА

Использование: в устройствах торможения двигателей внутреннего сгорания. Сущность изобретения: моторный тормоз двигателя внутреннего сгорания содержит выпускной клапан 1, который приводится через толкатель 5 с гидравлической полостью 10, подпружиненный полый поршень 6 и уравновешивающий поршень 8 от кулачка 2 с двумя выступами. Гидравлическая полость 10 соединена с гидравлическим регулятором, выполненным в виде нормально открытого эжектромагнитного клапана 12. Сигналы от датчика 20 положения кулачка распределительного вала поступают на блок 19 управления, который управляет электромагнитным клапаном 12. Второй выступ 2 b кулачка 2 обеспечивает открывание выпускного клапана 1 на такте сжатия при закрытом электромагнитном клапане 12, обеспечивая торможение двигателя внутреннего сгорания. 2 з.п. ф-лы, 3 ил.

СПОСОБ И УСТРОЙСТВО ДЛЯ ПОВЫШЕНИЯ ТОРМОЗНОЙ МОЩНОСТИ ПОРШНЕВОГО ДВИГАТЕЛЯ ВНУТРЕННЕГО СГОРАНИЯ АВТОМОБИЛЯ, В ЧАСТНОСТИ ДИЗЕЛЬНОГО ДВИГАТЕЛЯ

... 1. Способ повышения тормозной мощности поршневого двигателя внутреннего сгорания автомобиля, в частности дизельного двигателя (1), содержащего, по меньшей мере, один цилиндр (20), по меньшей мере, с одним впускным клапаном (21) и одним тормозным клапаном (29), турбину (3), компрессор (4), воздушный компрессор (11), соединенный, по меньшей мере, с одним аккумулятором (10, 14), трубопровод (6) для наддувочного воздуха и управляющее устройство (16), отличающийся тем, что содержит этапы, в которых: ! а) выполняют сжатие воздуха из трубопровода (6) для наддувочного воздуха или из второго воздуховпускного патрубка (31) посредством воздушного компрессора (11); ! б) аккумулируют сжатый воздушным компрессором (11) воздух, по меньшей мере, в одном аккумуляторе (10, 14); ! в) выполняют тактовое нагнетание нагнетаемого воздуха (36), аккумулированного в виде сжатого воздуха, по меньшей мере, в одном аккумуляторе (10, 14) и/или подаваемого из воздушного компрессора (11) в цилиндр (20) для повышения работы ...

СПОСОБ ТОРМОЖЕНИЯ ДВИГАТЕЛЕМ В ПРИМЕНЕНИИ К ЧЕТЫРЕХТАКТНОМУ ПОРШНЕВОМУ ДВИГАТЕЛЮ ВНУТРЕННЕГО СГОРАНИЯ

... 1. Способ торможения двигателем в применении к четырехтактному поршневому двигателю внутреннего сгорания, в котором каждый цилиндр имеет по меньшей мере один присоединенный к выпускной системе выпускной клапан и в выпускную систему которого встроено дроссельное устройство, приводимое в действие для торможения двигателем таким образом, что дросселируют поток выхлопного газа, в результате чего на выходе дроссельного устройства в выхлопном газе создают повышенное давление, которое после промежуточного открытия выпускного клапана проникает обратно в камеру сгорания и во время последующего такта сжатия при продолжающем оставаться частично открытым выпускном клапане обеспечивает повышенную мощность торможения двигателем, отличающийся тем, что при торможении двигателем в процесс промежуточного открытия выпускного клапана (1), которое вызывается ростом давления, происходящим в выхлопном газе при находящемся в дросселирующем положении дроссельном устройстве, вводят управляющее воздействие, заключающееся ...

ПРИВОДНОЙ БЛОК И СПОСОБ ЕГО ЭКСПЛУАТАЦИИ

Изобретение относится к приводному блоку для транспортных средств, содержащему двигатель и коробку передач, гидродинамический тормоз-замедлитель, который находится в постоянной кинематической связи с двигателем, а также контур охлаждающей жидкости, которая одновременно служит рабочей жидкостью тормоза-замедлителя, причем тормоз-замедлитель может использоваться как насос охлаждающей жидкости. Изобретение отличается совокупностью следующих признаков: тормоз-замедлитель предвключен коробке передач; тормоз-замедлитель может быть включен вместе с тормозом двигателя в один общий тормозной блок (GBE); общий тормозной блок выполнен таким образом, что тормоз-замедлитель в процессе торможения может срабатывать по времени перед тормозом двигателя.

Двигатель внутреннего сгорания транспортного средства

ДВИГАТЕ.ПЬ ВНУТРЕННЕГО СГОРАНИЯ ТРАНСПОРТНОГО СРЕДСТВА, содержащий регулятор частоты вращения с грузами, связанными с муфтой, привод за- i слонки выхлопного тормоза-замедлителя, . снабженного пневматическим цилиндром, связанным с тормозной системой транспортного средства, причем шток цилиндра кинематически связан с заслонкой, установленной в приемной трубе глушителя выхлопа, и педаль управления подачей топлива, от л ичающийся тем, что, с целью автоматизации управления приводом заслонки выхлопного тормоза-замедлителя, регулятор снабжен злектрическим включателем с защелкой , установленной на муфте, привод заслонки - злектропневматическнм клапаном , а педаль управления подачей топлива снабжена датчиком ее перемещения, причем включатель выполнен в виде цилиндра с тарельчатым штоком, подпружиненным с обеих сторон н снабженным кольцевой проточкой для фиксации защелки и злект б . рически связан через датчик с электропнев .матическим клапаном. (Л со О) C7I ...

Способ компрессионного торможения четырехтактного двигателя внутреннего сгорания и устройство для его осуществления

Изобретение позволяет снизить габариты и повысить ресурс двигателя. Кулачковый вал 1 приводится коленчатым валом 2 через двухскоростной редуктор с передаточным отношением 1:2 для работы двигателя на основном режиме и 1:1 для работы в режиме компрессивного торможения. Передачи редуктора переключаются при помощи сдвоенной муфты 10,18 с фрикционными механизмами 20,21 синхронизации и зубчатыми фиксаторами 22,23. Прекращение подачи топлива в цилиндры и изменение фаз газораспределения осуществляют путем поворота кулачкового вала 1 относит.коленчатого вала 2 на угол, при котором начало открытия выпускного клапана соответствует положению поршня вблизи верхней мертвой точки. Скорость вращения валу 1 задают равной скорости вращения вала 2. 2 с.п. ф-лы, 2 ил.

Двухзвенное транспортное средство

Engine brake operating system - increases working gas pressure to increase brake action

The system is for an IC engine to drive a vehicle. Working gas is compressed during brake operation, and is at least partly extracted from the working chamber, before the end pf the expansion stroke. The exhaust manifold (4) is sealed to the atmosphere. The complete working gas, escaping from the working chambers (1) during all working strokes, is returned into the chambers, in a sealed circuit for renewed intake at a gas pressure, which is increased relative to atmosphere and operation. USE - IC engine braking system.

VERFAHREN ZUR MOTORSCHLEPPMOMENTBEGRENZUNG

Selbstbegrenzungs-Slavekolben

Kolbenbetätigungstangen in einer Dekompressionsvorrichtung zum Motorbremsen

VERFAHREN UND SYSTEM ZUM VERBESSERN DER MOTORBREMSUNG DURCH VARIABLE VENTILBETÄTIGUNG

SYSTEM UND VERFAHREN ZUR BEIBEHALTUNG EINER TEMPERATUR EINER EMISSIONSVORRICHTUNG

Diese Offenbarung stellt ein System und ein Verfahren zur Beibehaltung einer Temperatur einer Emissionsvorrichtung bereit. Es werden Verfahren und Systeme zur Beibehaltung einer Katalysatortemperatur über einer Schwellenwerttemperatur während des Bremsens und Ausrollens des Fahrzeugs beschrieben. In einem Beispiel kann die Motorpumpenarbeit erhöht werden, ohne die Strömung kühler Frischluft durch das Abgassystem des Motors zu erhöhen, um ein gewünschtes Maß an Motorbremsung bereitzustellen. Die Nettoluftströmung durch den Motor kann durch Aktivieren eines Dekompressionsaktors verringert werden.

Hydraulischer Ventil- und EVB-Spielausgleich

Eine Brennkraftmaschine (1) umfasst mindestens ein Auslassventil (3, 4) zum Abführen von Abgas aus mindestens einem Brennraum sowie eine Motorbremseinrichtung (2) mit einer hydraulischen Ventil-Zusatzsteuereinheit (22), mittels der das Auslassventil (3) bei betätigter Motorbremseinrichtung (2) in einer zwischengeöffneten Stellung haltbar ist. Weiterhin umfasst die Brennkraftmaschine (1) einen hydraulischen Ventilspielausgleichsmechanismus (45) für das Auslassventil (3, 4) und einen Ölkanal (59), der zur Ölspeisung der hydraulischen Ventil-Zusatzsteuereinheit (22) zwischen dieser und dem Ventilspielausgleichsmechanismus (45) ausgebildet ist, und der zum Ausgleichen eines Ventilspiels des Auslassventils (3, 4) mittels einer Verschlusseinheit (63) verschließbar ist.

Vehicle four-stroke IC engine deceleration method

The method enabling rapid deceleration of the four stroke IC engine involves using additional combustion stages during the compression stage and before reaching TDC. This combustion is controlled to generate the required amount of engine braking and is terminated well before TDC. Each cylinder has at least one exhaust valve operated in the special mode. Controlled amounts of fuel are injected for the braking combustion. For diesel engines the fuel injection can be accompanied by a glow plug, or spark assistance. The engine braking is activated by an emergency stop control and/or by emergency braking of the vehicle.

KOMPRESSIONSMOTORBREMSEINRICHTUNG UND VERFAHREN UNTER VERWENDUNG EINES ABGASTURBOLADERS MIT VERÄNDERBARER GEOMETRIE

System zum Steuern des Motorbremsmoments im Schubbetrieb

Verfahren zum Steuern eines Bremsmoments eines Verbrennungsmotors (54), der mit Motorbremsen (80) ausgerüstet und in einem Fahrzeug angeordnet ist, die Schritte umfassend: - Bestimmen, ob sich das Fahrzeug im Schubbetrieb befindet, - Bestimmen, ob ein Motorbremsbetrieb vorliegt, - Bestimmen eines aktuell vorliegenden Übersetzungsverhältnisses (GR) und einer Fahrzeuggeschwindigkeit (VS), - Bestimmen einer Schubbetriebsdrehmomentbelastbarkeit (CDTC) einer Fahrzeugachse (60) des Fahrzeugs, und - Steuern des Bremsmoments des Motors (54) als Funktion des aktuell vorliegenden Übersetzungsverhältnisses (GR) oder der Fahrzeuggeschwindigkeit (VS), nur dann wenn sich das Fahrzeug im Schubbetrieb befindet und der Motorbremsbetrieb vorliegt, wodurch das Bremsmoment des Motors (54) unterhalb der Schubbetriebsdrehmomentbelastbarkeit (CDTC) der Antriebsachse (60) gehalten wird.

Kompressionsmotorbremse und Verfahren

Brennkraftmaschine mit einem den Zylindern zugeordneten Gasdruckbehälter und Verfahren zum Betrieb der Brennkraftmaschine

Die Zylinder einer Brennkraftmaschine sind über jeweils ein einstellbares Bremsventil mit einem gemeinsamen Gasdruckbehälter verbunden, welcher über eine Abströmleitung und ein Abströmventil mit dem Abgasstrang der Brennkraftmaschine kommuniziert. Des Weiteren ist der Gasdruckbehälter über eine Rezirkulationsleitung mit einem darin angeordneten Sperrventil mit dem Ansaugtrakt der Brennkraftmaschine verbunden.

Motorbremssystem für eine Brennkraftmaschine

Motorbremssystem für eine Brennkraftmaschine mit folgender Bauart: – mit einem oder mehreren Zylindern, die jeweils mindestens ein Auslassventil aufweisen, – mit einem Ventiltrieb mit wenigstens einer auf einen Schlepphebel wirkenden Nockenwelle zum kontinuierlichen Steuern der Auslassventile in Abhängigkeit von der Stellung der Kurbelwelle, – mit einem Steuernocken, der mindestens einen Bereich mit einer extra Nockenanformung zur zusätzlichen Öffnung der Auslassventile aufweist und durch Veränderung des Ventilspiels auf selektive Weise betätigt werden kann, – mit einem ansteuerbaren Betätigungselement (1) zur Veränderung des Ventilspiels, dadurch gekennzeichnet, dass zur Veränderung des Ventilspiels das Betätigungselement (1) verschiebbar gelagert und mit einer abgestuften Fläche (9) versehen ist, auf der ein Ventilspielausgleichselement (2) abgestützt gelagert ist.

Dedicated compression braking system for an i.c. engine

A dedicated compression braking system is provided having at least one engine piston reciprocally mounted within a cylinder for cyclical successive compression and expansion strokes and at least one exhaust valve operable to open in a variable timed relationship with an engine piston compression stroke when the engine is operated in a compression braking mode. The braking system includes an independent exhaust valve actuator assembly, including a braking mode rocker lever and a cam lobe for imparting reciprocable movement to the exhaust valve when the engine is operated in the braking mode. The second exhaust valve actuator assembly includes a braking fluid circuit formed in the braking mode rocker lever and a braking fluid valve and three-way solenoid valve mounted on the braking mode rocker lever for controlling the flow of braking fluid in the braking mode rocker lever during compression braking. The dedicated braking system minimizes the size and weight of the engine and also permits ...

Controlling the actuating fluid pressure of an i.c. engine compression release brake

The present invention provides a method and apparatus for controlling an actuation of a compression release brake associated with an i.c. engine having a cylinder with an associated exhaust valve 42 . The engine includes a fluid circuit for delivering an exhaust valve actuating fluid to the compression brake. For example, the fluid may act to urge a piston 72 against a contact rod 82 carried by the exhaust valve rocker arm 20. The method includes the steps of establishing a desired timing of an actuation of the brake 64, determining an air pressure of the engine, and determining a desired fluid pressure in response to the timing and the air pressure. The invention addresses the problem that excessive actuating fluid pressure may cause the exhaust valve to overshoot and interfere with piston, while insufficient fluid pressure may not be able to open the exhaust valve. The engine air pressure may be sensed as intake manifold pressure, boost pressure or in-cylinder pressure. The temperature ...

I.c. engine retarder cycle

All engine retarder cycle (curve 4 in figure 1) in which the engine exhaust valve(s) or a dedicated retarder valve is (a) opened before TDC and (b) closed after TDC at a point, eg 20 degrees after TDC, where reverse exhaust gas flow would occur if the retarder valve were not closed. The retarder valve may be closed during the expansion stroke. Step (a) may involve opening the retarder valve to its maximum displacement before 10 degrees before TDC. The cycle increases retarding work and decreases mechanical loading on the engine.

Engine braking method for a supercharged internal combustion engine

CONTROL OF EXHAUST VALVES AND EXHAUST BRAKE OF AN INTERNAL COMBUSTION ENGINE

A throttle flap (7) for retarding exhaust gases during braking arranged in an exhaust gas duct (5) and the exhaust valves (47), Fig. 3, actuated by a cam shaft via rockers (52) have limiting devices (2), by means of which the stroke of the exhaust valves (47) is limited during braking to prevent the valves (47) from closing completely. To increase the engine braking power the stroke of the exhaust valves (47) is limited to an amount such that the slightly open exhaust valves achieve a braking effect. A valve (12), which is responsive to the brake-pedal travel (14) controls the throttle flap (7) and the limiting devices (2). ...

A system for integrally controlling current flow through a number of inductive loads and a control system for cooperative arrangement

Preventing overspeeding of i.c. engine by actuating a compression release brake and disabling fuel injection

The engine has a plurality of cylinders and a compression brake operable on one or more of the cylinders. The method includes determining a speed of the engine, comparing the engine speed to a first threshold (eg 2300 rpm for a 15 litre engine), and, if the engine speed exceeds the first threshold, disabling fuel injection to each cylinder (eg by acting on solenoid-actuated hydraulic valves) and activating the compression brake for at least one of the cylinders. The engine is thus better protected from overspeeding, eg during gear downshifting, than by conventional systems based on the speed/acceleration of the vehicle. Actuation of the compression brake may be in response to a manual command eg from a braking switch; manual actuation occurs if engine speed is greater than a manual actuation threshold (eg 1350 rpm) and continues until engine speed falls below a deactivation threshold (eg 900 rpm). The compression brake may be actuated if engine acceleration exceeds a desired threshold ...

TURBOCHARGED ENGINE BRAKING SYSTEM

Improvements in or relating to a balanced poppet valve

... 979,596. Valves. JACOBS MANUFACTURING CO. Oct. 2, 1962 [Oct. 16, 1961], No. 37291/62. Heading F2V. [Also in Division F1] A valve comprises a body 61, Fig. 1, having a vertical bore 96, a spool 94 slidable in the bore, the body having an annular recess 115 surrounding a portion of the spool and having a shoulder 113 at its upper end, a ring 99 located on the spool and projecting into the recess, the ring being engageable with the shoulder to arrest upward movement of the spool and a part of the shoulder defining an upper valve seat for the ring, a port 128 in the body commnicating constantly with the recess, a second port 72 communicating with a source of fluid under pressure, a passageway 96 between the spool and body extending between the second port and the valve seat, the ring being adapted upon engagement with the seat to cut-off engagement between the recess and the passageway and the spool having means 133 adjacent the upper end of the passageway to balance the fluid pressure on the ...

ENGINE BRAKE ACTUATING PRESSURE CONCEPT

VERFAHREN ZUM BETREIBEN EINER MEHRZYLINDER- BRENNKRAFTMASCHINE

RECYCLING OF EXHAUST GASES DEVICE

TAX PROCEDURE FOR EINLASSUND OF EXHAUST VALVES OF AN ENGINE AND SUCH VALVES COMPREHENSIVE COMBUSTION ENGINE

MOTORBREMSE BEI EINER BRENNKRAFTMASCHINE FÜR KRAFTFAHRZEUGE

PROCEDURE AND SYSTEM FOR THE ENGINE BRAKING IN A COMBUSTION ENGINE

MEHRZYLINDRIGE DIESEL INTERNAL-COMBUSTION ENGINE WITH VARIABLE VALVE GEAR

BRENNKRAFTMASCHINE

The combustion engine has a hydraulic valve clearance input device (8) that is arranged in a transfer component (40,70) between a cam shaft and an exhaust valve (3). The valve clearance input device comprises a bordering piston (10) that is extended from a pressure chamber (9) over a relief valve (15) with a pressure depression of connectable relief spacer (14). A motor brake device is formed by the valve clearance input device. The exhaust valve is held open with the motor brake device during a motor brake phase.

Verfahren zum Steuern einer Motorbremsvorrichtung sowie Motorbremsvorrichtung

The invention relates to a method for controlling an engine braking device for a combustion engine in motor vehicles, wherein the engine braking device has an intake system, an exhaust system, gas exchange valves associated with the combustion engine, exhaust turbo-charging by at least one exhaust turbocharger integrated into the exhaust system and the intake system, and an engine braking unit, wherein the engine braking unit has a decompression brake, which influences at least one outlet valve of the gas exchange valves and is dependent on the exhaust gas backpressure, and a brake flap, which is arranged in the exhaust system. To achieve a precisely controllable engine braking power in the engine braking mode, the demanded braking torque is controlled in accordance with the boost pressure of the exhaust turbocharger and with the exhaust gas backpressure upstream of the brake flap, which is arranged directly upstream of an exhaust turbine of the exhaust turbocharger. A suitable engine braking ...

EXHAUST VALVE MECHANISM FOR COMBUSTION ENGINE

MOTORBREMSE BEI EINER BRENNKRAFTMASCHINE FÜR KRAFTFAHRZEUGE

ENGINE BRAKE DEVICE.

VERFAHREN ZUM BETREIBEN EINER BRENNKRAFTMASCHINE

Die Erfindung betrifft ein Verfahren zum Betreiben einer Brennkraftmaschine, insbesondere einer Mehrzylinder-Brennkraftmaschine, mit pro Zylinder zumindest einem, vorzugsweise zusätzliche zu Ein- und Auslassventilen vorgesehenen, in den Brennraum mündenden Zusatzventil, welches einen zu einem für mehrere Zylinder gemeinsamen Druckbehälter führenden Strömungsweg steuert, wobei vorzugsweise das Zusatzventil, der Strömungsweg und der Druckbehälter Teil einer Motorbremseinrichtung sind, und wobei zumindest ein Zusatzventil in zumindest einem Motorbetriebsbereich vor, zu Beginn und/oder während der Kompressionsphase zumindest einmal geöffnet wird. Um das Ansprechverhalten der Brennkraftmaschine bei plötzlicher Lasterhöhung zu verbessern, ist vorgesehen, dass das Zusatzventil zumindest eines gefeuert betriebenen Zylinders bei plötzlicher Lasterhöhung der Brennkraftmaschine geöffnet wird, so dass vorverdichtete Luft oder Gas in den Brennraum eingeblasen wird.

ROCKER ARM UNCOUPLING DEVICE.

ENGINE BRAKE SYSTEM WITH PRESSURE REDUCER.

MEHRZYLINDERBRENNKRAFTMASCHINE MIT EIN- UND AUSLASSVENTILEN

The invention relates to a multicylinder internal combustion engine ( 1 ) comprising intake valves and exhaust valves that are provided with at least one additional valve ( 10 ) for each cylinder (C 1 , C 2 , C 3 , C 4 , C 5 , C 6 ), a preferably tubular pressure container ( 9 ) with a gas chamber ( 90 ) into which extend ducts ( 11 ) originating from the valves ( 10 ) such that gas can be exchanged between individual cylinders (C 1 , C 2 , C 3 , C 4 , C 5 , C 6 ) when the valves ( 10 ) are actuated. The pressure container ( 9 ) is provided with a device ( 17 ) for cooling the quantities of gas exchanged between individual cylinders (C 1 , C 2 , C 3 , C 4 , C 5 , C 6 ). In order to increase the cooling capacity, the cooling device ( 17 ) encompasses at least one cooling pipe ( 17 ) which is axially inserted into the pressure container ( 9 ) and is penetrated by coolant. The outer jacket ( 171 ) of the cooling pipe ( 170 ) borders the gas chamber ( 90 ), the gas that is exchanged between ...

ENGINE BRAKE SYSTEM, IN PARTICULAR FOR AN INDUSTRIAL VEHICLE AND AN INTERNAL-COMBUSTION ENGINE EQUIPPED WITH THIS SYSTEM

INTERNAL-COMBUSTION ENGINE WITH RECYCLING OF EXHAUST GASES

DRIVE UNIT OF A VEHICLE AND AN EQUIVALENT REGULATION PROCEDURE

Two-cycle compression braking on a four stroke engine using hydraulic lash adjustment

ENGINE BRAKING APPARATUS

Internal combustion engine with exhaust gas recirculation

A METHOD AND A DEVICE FOR ENGINE BRAKING A FOUR STROKE INTERNAL COMBUSTION ENGINE

Controller of hybrid vehicle

COMPRESSION RELEASE ENGINE RETARDER

GAUGING DRIVING EFFICIENCY

An efficiency gauge may be used for controlling an automotive vehicle. At least one vehicle parameter (200) is sampled during vehicle operation and at least one measure of driving efficiency (210) is determined from the sampled vehicle parameters. Efficiency measurements may include determining an estimate of kinetic energy lost. One such estimate is the sampled braking velocity cost (208) found based on the difference of the squares of the last two vehicle velocities if the vehicle has decelerated and braking has occured.

ENGINE ON IDLE ARBITRATION FOR A HYBRID ELECTRIC VEHICLE

This invention is a method and system for determining whether the engine should be running in a Hybrid Electric Vehicle during vehicle idle conditions. Specifically, a controller determines if the vehicle is in idle and if engine operation is necessary. To determine whether engine operation is necessary, the controller determines whether the battery needs charging, whether vacuum needs to be replaced in the climate control system or brake system reservoir, whether the vapor canister requires purging, whether the adaptive fuel tables require fast adapting, whether the engine or catalyst temperatures are unacceptable, or whether the air conditioning has been requested. Once the controller determines that the engine must be running, the controller determines in which control mode to run the engine, either speed control mode (using powertrain controllers) or torque control mode (using a generator and generator controller). Finally, the controller optimizes engine running conditions, to the ...

ENGINE BRAKING APPARATUS

CONTROL DEVICE FOR HYBRID VEHICLES

A control device for a hybrid vehicle having an engine and a motor as driving sources for the vehicle, and when decelerating, the control device stops the fuel supply to the engine and generates energy by regenerative braking. The engine is a cylinder pause-type engine which is capable of switching between the all-cylinder driving state in which all of cylinders are operating, and a cylinder paused driving state in which all of the cylinders are paused, and the control device of the hybrid vehicle comprises a cylinder pause state determination device for determining whether the engine is in the all cylinder driving state or in a cylinder paused driving state and a regeneration amount supplementing device for supplementing the regeneration energy by the motor by use of the increment of the regeneration energy obtained during the cylinder pausing operation than that obtained during all cylinder driving state.

ENGINE BRAKE TIMING CONTROL MECHANISM

In a compression release engine brake, the starting point for the forward stroke of the slave piston is automatically adjusted when the engine brake is turned on, e.g., to remove the clearance which is typically provided between the slave piston and the associated internal combustion engine exhaust valve mechanism. Two elements in the engine brake move apart during the first forward stroke of the slave piston. Hydraulic fluid enters a chamber formed between these two members and is trapped there when the returning slave piston closes the aperture through which the fluid entered that chamber. The return strokes of the slave piston are thus foreshortened. The closing of the above-mentioned aperture by the slave piston constitutes the sole means by which hydraulic fluid is trapped in the chamber. No other check valve element is required.

SIMULTANEOUS EXHAUST VALVE OPENING BRAKING SYSTEM

An engine compression braking system (10) for a multicylinder engine having a plurality of hydraulically operated exhaust valve actuators (44, 46, 48, 50), one for each respective cylinder exhaust valve. A hydraulically operated braking control valve (14) is operatively coupled to each of the exhaust valve actuators (44, 46, 48, 50) to in turn simultaneously open each associated exhaust valve. Selective fluid coupling and decoupling of hydraulic operating lines to the braking control valve (14) enables a spool valve element (56) to effectively float between an operating end point and a return end point to prevent the spool valve element (56) from undesirably impacting the end point stops. The engine braking horsepower can be varied by timing the simultaneous opening of the exhaust valves and the duration of the opening.

Vorrichtung zur Steuerung des Motors von Kraftfahrzeugen und zur Inbetriebsetzung desselben als Bremse.

Einrichtung zur Verwendung des Motors eines Kraftfahrzeuges als Bremse.

Als Motorenbremse benutzbarer Mehrzylinder-Viertaktmotor für Fahrzeuge.

Verfahren zur Bremsung von Kraftfahrzeugen mit Viertakt-Explosionsmotor durch Betrieb desselben als doppeltwirkender Kompressor.

Motorbremseinrichtung an Kraftfahrzeugen mit Viertaktmotor.

Einrichtung an Fahrzeugverbrennungskraftmaschinen zur Vermeidung unnützen Brennstoffverbrauches bei Talfahrt und bei Verringerung der Geschwindigkeit.

[...] ET [...] DE [...] DE [...][...][...].

BRAKE MECHANISM AT FOUR-CYCLE LIFTING CYLINDER INTERNAL-COMBUSTION ENGINES.

MECHANISM FOR BRAKING AN INTERNAL-COMBUSTION ENGINE.

COMBUSTION ENGINE WITH AN ENGINE BRAKE SYSTEM.

BRAKE MECHANISM AT A COMBUSTION ENGINE OF A VEHICLE AS WELL AS A PROCEDURE FOR THEIR ENTERPRISE.

METHOD AND DEVICE FOR ENGINE OPERATION AT ATMOSPHERIC AIR

ДВИГАТЕЛЬ ВНУТРЕННЕГО СГОРАНИЯ ПО МЕНЬШЕЙ МЕРЕ С ОДНОЙ КАМЕРОЙ СГОРАНИЯ

Двигатель внутреннего сгорания по меньшей мере с одной камерой сгорания, из которой отработавший газ отводится посредством по меньшей мере одного выпускного клапана (2, 2'). Двигатель содержит моторный тормоз с гидравлическим дополнительным устройством (3) клапанного управления, встроенным в соединяющий выпускной клапан (2) с распределительным валом (4) соединительный механизм (5) и удерживающим выпускной клапан (2) при сработавшем моторном тормозе в промежуточно открытом положении (Z), и гидравлический механизм (7) регулирования клапанного зазора для выпускного клапана (2, 2'). Соединительный механизм (5) содержит по меньшей мере одно коромысло (6) и промежуточный элемент (8), установленный между коромыслом (6) и выпускным клапаном (2, 2'). Гидравлическое дополнительное устройство (3) клапанного управления моторного тормоза содержит первый блок (11) "поршень-цилиндр" для временного промежуточного открытия выпускного клапана (2), в то время как гидравлический механизм (7) регулирования ...

Variable valve actuation and engine braking

With torsional spring application auxiliary cam driven valve actuating device

An internal combustion engine and a method comprising control of the engine to provide a braking torque

Apparatus for resetting of Engine brake using decompressing

Electromagnet-driven internal braking device of engine cylinder

Dynamically reconfigurable internal combustion engine

DEVICE TO CONTROL THE COMPRESSED AIR IN A CYLINDER OF AN INTERNAL COMBUSTION ENGINE.

Screw-locking device for motor vehicles by the use of the going engine with vacuum

Adaptation of vacuum brakes on engines

PROCEEDED OF ORDERING OF the INLET VALVES Of an ENGINE COMBUSTIONINTERNE has.

Dispositif accroissant l'effet de frein moteur pour moteur à combustion interne.

Le poussoir 4 de la soupape 13 comporte une cavité 3 dans laquelle est logé un piston 6, mobile entre deux butées 7, 8. Un ressort 9 maintient le piston contre la butée haute 7. La cavité 3 est en communication avec une source d'agent hydraulique. En régime normal, les forces additionnées du ressort 9 et de l'agent hydraulique sont inférieures à la force du ressort 12 de rappel de soupape. En freinage moteur, la cavité, remplie d'agent hydraulique, est fermée, ce qui en fait allonge le poussoir de soupape.

Negative torque generating method for e.g. petrol engine, involves varying opening/closing diagram of valve of internal combustion engine operating according to cycle, where cycle has rises of intake valve of cylinder

L'invention concerne un procédé de création d'un couple négatif par un moteur à combustion interne fonctionnant selon un cycle à quatre phases. Le procédé permet également de régler la valeur du couple négatif créé à une valeur de consigne. Selon l'invention, le cycle comporte une première (22) et une deuxième (24) levée de la soupape d'admission d'au moins l'un des cylindres du moteur, la première levée (22) consistant à ouvrir la soupape d'admission pendant la phase d'admission ADM et la deuxième levée (24) consistant à ouvrir la soupape d'admission lorsque le piston est au voisinage du point mort haut de la phase de combustion PMH COMB. La valeur du couple négatif créé peut être réglée en contrôlant la durée d'ouverture et/ou le temps du début d'ouverture de la soupape d'admission.

DEVICE FORMING DRIVING BRAKE HAS HYDRAULIC ADJUSTMENT OF PLAY FOR INTERNAL COMBUSTION ENGINE AND PROCEEDED OF IMPLEMENTATION OF THIS DEVICE

L'invention concerne un dispositif formant frein moteur à réglage hydraulique de jeu pour moteur à combustion interne ainsi qu'un procédé de mise en oeuvre de ce dispositif. Selon l'invention le dispositif comprend : un dispositif hydraulique de réglage de jeu de la puissance du moteur positionné sur le trajet d'un culbuteur moteur (404) susceptible d'ouvrir au moins une soupape (413) associée; et un dispositif hydraulique de réglage de jeu de frein de compression positionné sur un culbuteur de frein de compression (407) par-dessus ladite au moins une soupape (413) susceptible d'ouvrir cette soupape, dans lequel, dans un mode effectif moteur, ladite soupape est actionnée tandis que dans un mode frein de compression ledit dispositif hydraulique de réglage de jeu de puissance moteur n'actionne pas la soupape, de sorte qu'au moins une soupape d'échappement est ouverte au voisinage de la position du point mort haut d'un piston associé tandis qu'au moins une soupape d'admission est ouverte au ...

PROCESS OF MANAGEMENT Of a MOTOR VEHICLE

Procédé de gestion d'un véhicule équipé d'un moyen d'entraînement selon lequel à partir du couple moteur positif (trq_gear) demandé par un utilisateur ou un système de commande et/ou de régulation (38) on détermine une valeur du couple interne que doit fournir le moyen d'entraînement et on commande celui-ci de façon correspondante. Le moyen d'entraînement peut également fournir un couple moteur négatif (trq_gear). Selon l'invention, on détermine une valeur du couple moteur négatif (trq_gear) demandé par l'utilisateur ou le système (38) et on en déduit une valeur d'un couple interne négatif correspondant que doit fournir le moyen d'entraînement et on commande celui-ci (60).

INTERNAL COMBUSTION ENGINE HAVING SEVERAL CYLINDERS AND OF THE VALVES OF DRIVING BRAKE

INTERNAL COMBUSTION ENGINE HAVING SEVERAL CYLINDERS AND OF THE VALVES OF DRIVING BRAKE

INTERNAL COMBUSTION ENGINE HAVING SEVERAL CYLINDERS AND OF THE VALVES OF DRIVING BRAKE

차량의 보조브레이크 장치 및 그 제어방법

... 본 발명은 엔진흡기관에 흡기스로틀밸브가 구비되고 제이크 브레이크 장치가 구비된 경우에, PM의 재생을 위해 상기 흡기스로틀밸브를 작동하는 경우에도 제이크 브레이크의 안정된 제동성능을 확보하도록 하고, 나아가 통상적인 상황에서도 제이크 브레이크의 제동성능을 필요에 따라 더욱 향상시킬 수 있도록 한다.

LOST MOTION HYDRAULIC OVERHEAD WITH INTEGRATED RETARDING

The present invention is directed to a valve actuation system for an internal combustion engine. The valve actuation system includes an intake valve actuation assembly for operating at least one intake valve in response to an intake cam. The valve actuation system further includes an exhaust valve actuation assembly operating at least one exhaust valve in response to at least one exhaust cam to produce at least one of a main exhaust event, an engine retarding event and an exhaust gas recirculation event. The exhaust valve actuation assembly is capable of operating in two modes. In the first operating mode, the at least one exhaust valve is operated to produce the main exhaust event. In the second operating mode, the at least one exhaust valve is operated to produce at least one of the main exhaust event, the engine retarding event and the exhaust gas recirculation event. © KIPO & WIPO 2007 ...

METHOD AND SYSTEM FOR DECOMPRESSING ROLL MOTOR

AN APPARATUS TO REGULATE A MOTOR BY MEANS OF THE COMPRESSION

System and method for controlling an exhaust brake of a vehicle

A system and method for controlling an exhaust brake of a vehicle may measure rotation speed (RPM) of an engine, transmit the rotation speed of the engine to a control unit, determine an opening of a valve which opens/closes an exhaust pipe of the engine in the control unit based on the rotation speed of the engine to maintain the back pressure of exhaust gas generated by the exhaust brake to be constant, and control the valve according to the valve opening determined by the control unit.

Vehicle Control System

A method is provided for controlling an engine via an outlet control device of an intake manifold, such as via variable valve lift operation. The engine may further include an inlet control device, such as an electronic throttle, as well as coordination between the inlet and outlet control devices for controlling airflow in the engine. 1. A method for controlling an engine having an intake manifold and an outlet control device coupled to the manifold for controlling flow exiting the manifold and entering at least one cylinder of the engine, the engine further having an inlet control device for controlling flow entering the manifold, the method comprising: determining a driver torque command; calculating a desired cylinder charge based on said driver torque command; and adjusting the outlet control device to provide said desired cylinder charge. The present application is a continuation of U.S. patent application Ser. No. 13/595,858 filed Aug. 27, 2012, now U.S. Pat. No. 8,371,264, which is a divisional of U.S. patent application Ser. No. 12/765,722 filed Apr. 22, 2010, now U.S. Pat. No. 8,251,044, which is a continuation of U.S. patent application Ser. No. 12/116,184, filed on May 6, 2008, now U.S. Pat. No. 7,703,439, which is a divisional of U.S. patent application Ser. No. 11/867,143, filed on Oct. 4, 2007, now U.S. Pat. No. 7,398,762, which is a divisional of U.S. patent application Ser. No. 10/022,800 filed on Dec. 18, 2001, now U.S. Pat. No. 7,290,527 which is related to the following co-pending patent applications and issued U.S. Patent No's, all assigned to the same assignee as the present application, the entire subject matter thereof being incorporated herein by reference:application Ser. No. 09/420,322 filed Oct. 18, 1999, inventors John D. Russell et al.application Ser. No. 09/420,323 filed Oct. 18, 1999, inventors John D. Russell et al.application Ser. No. 09/420,451 filed Oct. 18, 1999, inventors John D. Russell et al.application Ser. No. 09/420,447 ...

ENGINE CONTROL APPARATUS

An ECU A is associated with an engine provided with a VVT capable of independently setting a phase of an intake valve A and a phase of an intake valve B of two intake valves mounted for a combustion chamber E. The ECU A includes a controller control the VVT based on a magnitude of engine brake required to the engine to vary a phase of at least one of the intake valves A and B. 1. An engine control apparatus provided in an engine provided with a valve drive device capable of independently setting a phase of one intake valve and a phase of another intake valve of plural intake valves mounted for a combustion chamber , the engine control apparatus comprisinga controller controlling the valve drive device based on a magnitude of engine brake required to the engine to vary at least one of the phase of the one intake valve and the phase of the another intake valve.2. The engine control apparatus of claim 1 , wherein the controller at least partially advances the phase of the one intake valve to a larger extent as the magnitude of the engine brake required to the engine is smaller.3. The engine control apparatus of claim 1 , wherein the controller at least partially advances the phase of the another intake valve to a larger extent as the magnitude of the engine brake required to the engine is smaller.4. The engine control apparatus of claim 1 , wherein when the magnitude of the engine brake required to the engine is smaller than a first predetermined value claim 1 , the controller advances at least one of the phase of the one intake valve and the phase of the another intake valve claim 1 , as compared with when the magnitude of the engine brake required to the engine is larger than the first predetermined value.5. The engine control apparatus of claim 4 , whereinwhen the magnitude of the engine brake required to the engine is smaller than the first predetermined value, the controller advances the phase of the one intake valve and the phase of the another intake valve, ...

Method And Device For Controlling The Engine Braking Operation In Internal Combustion Engines

A method and a device for controlling the engine braking operation in internal combustion engines for motor vehicles, wherein the internal combustion engine is operated with direct injection of fuel and a controllable brake flap is provided in the exhaust gas system for retaining exhaust gases in the engine braking operation, and moreover has an exhaust gas recirculation device having an EGR valve that is arranged upstream of the brake flap and a recirculation line that connects the exhaust gas system to the intake system of the internal combustion engine and during the driving operation controls a defined quantity of recirculated exhaust gas with respect to the combustion air. To avoid critical excessive temperatures at the injection valves, in the engine braking operation (MB), the EGR valve () is more or less opened in dependence upon operating parameters (n, T) of the internal combustion engine (). 1. A method of controlling the engine braking operation in internal combustion engines for motor vehicles , wherein the internal combustion engine is operated with direct injection of the fuel and a controllable brake flap is provided in the exhaust gas system in order to retain the exhaust gases in the engine braking operation , and has an exhaust gas recirculation device having an exhaust gas recirculation (EGR) valve arranged upstream of the brake flap and a recirculation line that connects the exhaust gas system to the intake system of the internal combustion engine and during the driving operation controls a defined quantity of recirculated exhaust gas with respect to the combustion air , said method comprising the steps of: in the engine braking operation , opening the EGR valve in dependence upon at least one predetermined operating parameter of the internal combustion engine so that the degree of opening of the EGR valve is predetermined in dependence upon one of the current sensed and determined value of the at least one operating parameter in the engine ...

FOUR-STROKE INTERNAL COMBUSTION ENGINE COMPRISING AN ENGINE BRAKE

A four-stroke internal combustion engine having an engine brake, at least one exhaust valve per cylinder, each valve actuated by a camshaft and at least one first valve lever arrangement, and a device which advances the exhaust control, with the valve lever arrangement having an exhaust lever actuated by an exhaust cam and a brake lever actuated by a brake cam. The brake lever has a first brake lever part on the side of the camshaft and a second brake lever part on the side of the exhaust valve, with the two brake lever parts being rotatably mounted independent of each other about a lever axis and being rotationally connectable with each other in engine braking operation by a locking element which is adjustable between two positions. 111-. (canceled)12. An internal combustion engine , comprising:an engine brake;at least one exhaust valve per cylinder;a camshaft;at least one valve lever arrangement configured to actuate the at least one exhaust valve via the camshaft, the valve lever arrangement having an exhaust lever and a brake lever, the exhaust lever having a first exhaust lever part on a camshaft side and a second exhaust lever part on an exhaust valve side, the first exhaust lever part and the second exhaust lever part each configured for rotatable mounting about a lever axis independent of each other and also for rotational connection to each other by a locking element outside of an engine braking operation, the brake lever having a first brake lever part on the camshaft side and a second brake lever part on the exhaust valve side, the first brake lever part and the second brake lever part each configured for rotatable mounting about the lever axis independent of each other and also for rotational connection to each other in the engine braking operation by the locking element;an exhaust cam configured to actuate the exhaust lever; anda brake cam configured to actuate the brake lever.13. The internal combustion engine of claim 12 , wherein the locking element ...

AUXILIARY VALVE ACTUATING MECHANISM OF ENGINE

An auxiliary valve actuating mechanism of an engine includes a first valve actuating mechanism and an auxiliary valve actuating mechanism. The auxiliary valve actuating mechanism comprises an auxiliary cam, an auxiliary rocker-arm shaft, an auxiliary rocker arm, an eccentric rocker arm bushing and a bushing actuation device. One end of the auxiliary rocker arm constitutes a motion pair with the auxiliary cam and the other end is above the valve. The bushing actuation device actuates the eccentric rocker arm bushing to rotate between an operating position and a non-operating position. 1. An engine auxiliary valve actuation mechanism for producing an auxiliary valve event for an engine comprising a first valve actuation mechanism including a first cam , a first rocker arm shaft , a first rocker arm and a valve , a motion from a first cam being transmitted to the valve through a first rocker arm to generate a normal engine valve event , wherein the auxiliary valve actuation mechanism comprises:an auxiliary cam;an auxiliary rocker arm shaft;an auxiliary rocker arm;an eccentric rocker arm bushing; anda bushing actuation device,wherein the eccentric rocker arm bushing is disposed in an axial hole in the auxiliary rocker arm, the auxiliary rocker arm shaft is disposed in the eccentric rocker arm bushing with the auxiliary rocker arm shaft and the eccentric rocker arm bushing having offset axial centerlines with one end of the auxiliary rocker arm and the auxiliary cam being connected to form a kinematic pair and the other end of the auxiliary rocker arm being located above the valve,wherein the bushing actuation device drives the eccentric rocker arm bushing to rotate between a non-operating position and an operating position, whereupon in the non-operating position, a rocking centerline of the auxiliary rocker arm is displaced away from the valve, and the auxiliary rocker arm is separated from the valve; and in the operating position, the rocking centerline of the ...

Operator Interface for Vehicles

A control interface for drivetrain braking provided by a regenerative brake and a non-regenerative brake is implemented using a combination of switches and graphic interface elements. The control interface comprises a control system for allocating drivetrain braking effort between the regenerative brake and the non-regenerative brake, a first operator actuated control for enabling operation of the drivetrain braking, and a second operator actuated control for selecting a target braking effort for drivetrain braking. A graphic display displays to an operator the selected target braking effort and can be used to further display actual braking effort achieved by drivetrain braking. 1. A parallel hybrid electric drivetrain including a control interface for implementing operator control over the drivetrain braking , the parallel hybrid electric drivetrain comprising:a drivetrain braking system including a compression brake and a regenerative brake an autoclutch for coupling the compression brake to the regenerative brake;a plurality of drive wheels;a transmission for coupling the drive wheels to the regenerative brake;a source for requested drivetrain braking effort;a control system responsive to requested drivetrain braking effort for allocating requested drivetrain braking effort between the regenerative brake and the compression brake including control over engagement of the autoclutch to allow torque from the drive wheels to be applied to the compression brake; andthe control system including a first operator actuated control for enabling operation of the drivetrain braking system and a second operator actuated control for selecting a target braking effort from the drivetrain braking system.2. The parallel hybrid electric drivetrain of claim 1 , further comprising:the regenerative brake being one operational mode of an electrical machine; andthe compression brake being one operational mode of an internal combustion engine.3. The parallel hybrid electric drivetrain of ...

METHOD AND APPARATUS FOR RESETTING VALVE LIFT FOR USE IN ENGINE BRAKE

A method and apparatus for resetting a valve lift for use in an engine brake. A brake piston (), and a hydraulic fluid passage () are arranged within a rocker arm () or a valve bridge () of an engine. A resetting valve arranged between the rocker arm () and the valve bridge () is driven by a change in the distance between the rocker arm () and the valve bridge (). When the valve lift of an engine exhaust valve () reaches a maximum, a reset fluid passage () is opened, the hydraulic pressure within the hydraulic fluid passage is released, the brake piston () is reversed by one interval, the motion transmission between a cam () and the engine exhaust valve () is partially disengaged, and the valve lift of the engine exhaust valve () is reduced. Also, during a returning process of the valve lift of the engine exhaust valve () after reaching the maximum position, repositioning of the reset valve is used to maintain a supply of pressure within the hydraulic fluid passage, the brake piston () is allowed to be positioned at an extended position, and the motion transmission between the cam () and the engine exhaust valve () is resumed. The apparatus for resetting the valve lift can be integrated within an engine exhaust valve brake, and is structurally simple, convenient to install and to adjust, thereby improving safety and reliability. 1. A method for resetting a valve lift for an integrated engine brake , comprising a process of utilizing a motion of a cam to open an engine exhaust valve through a rocker arm and a valve bridge of an engine , wherein the rocker arm or the valve bridge is provided with a braking piston and a hydraulic flow passage , and the braking piston is connected to the hydraulic flow passage , wherein the process comprises the following steps: placing the braking piston at an extended position by supplying pressure to the hydraulic flow passage , providing a reset valve between the rocker arm and the valve bridge , connecting the reset valve to a ...

COMBINED ROCKER ARM APPARATUS FOR ACTUATING AUXILIARY VALVE OF ENGINE

A combined rocker arm apparatus for actuating auxiliary valve of engine, comprises an auxiliary actuator, a main rocker arm and a secondary rocker arm. The auxiliary actuator comprises an auxiliary rocker arm and an auxiliary cam. The auxiliary rocker arm and the main rocker arm are mounted on the rocker arm shaft in parallel. The auxiliary rocker arm is connected to the auxiliary cam at one end and adjacent to the secondary rocker arm at the other end. The auxiliary rocker arm includes a drive mechanism which provided with a piston. In the non-operation mode of the drive mechanism, the piston is drawn back, then the auxiliary rocker arm is disconnected with the secondary rocker arm; in the operation mode of the drive mechanism, the piston is pushed out, then the auxiliary rocker arm is connected with the secondary rocker arm. 1. A combined rocker arm device for producing an auxiliary valve event of an engine , the engine comprising a conventional valve actuator , the conventional valve actuator comprising a cam , a rocker arm shaft , a conventional rocker arm and a valve , wherein the combined rocker arm device comprises an auxiliary actuator and a transition rocker arm , the auxiliary actuator acts on the transition rocker arm , and the transition rocker arm acts on the valve.2. The combined rocker arm device for producing an auxiliary engine valve event according to claim 1 , wherein the auxiliary engine valve event comprises a valve event for engine braking.3. The combined rocker arm device for producing an auxiliary engine valve event according to claim 1 , wherein the auxiliary actuator comprises an auxiliary rocker arm and an auxiliary cam claim 1 , the auxiliary rocker arm and the conventional rocker arm are mounted on the rocker arm shaft side by side claim 1 , one end of the auxiliary rocker arm is connected to the auxiliary cam claim 1 , and the other end of the auxiliary rocker arm is placed adjacent to the transition rocker arm; the auxiliary rocker arm ...

Park Positions for Variable Camshaft Phasing Systems and Methods

An engine control system for a vehicle includes a shutdown control module that generates a command to shut down an engine of the vehicle when at least one of: a driver requests the shutdown of the engine via an ignition system; and when one or more predetermined conditions are satisfied for shutting down the engine without the driver requesting shutdown of the engine via the ignition system. A valve control module, when the command to shut down the engine is generated, advances an exhaust camshaft phaser based on a predetermined exhaust park position. When the exhaust camshaft phaser is in the predetermined exhaust park position, an exhaust valve of a cylinder is fully closed during an exhaust stroke of the cylinder before a piston of the cylinder reaches a topmost position for a next intake stroke of the cylinder. 1. An engine control system for a vehicle , comprising: a driver requests the shutdown of the engine via an ignition system; and', 'when one or more predetermined conditions are satisfied for shutting down the engine without the driver requesting shutdown of the engine via the ignition system; and, 'a shutdown control module that generates a command to shut down an engine of the vehicle when at least one ofa valve control module that, when the command to shut down the engine is generated, advances an exhaust camshaft phaser based on a predetermined exhaust park position,wherein when the exhaust camshaft phaser is in the predetermined exhaust park position, an exhaust valve of a cylinder is fully closed during an exhaust stroke of the cylinder before a piston of the cylinder reaches a topmost position for a next intake stroke of the cylinder.2. The engine control system of further comprising a park pin that extends into an aperture in the camshaft phaser when the exhaust camshaft phaser is in the predetermined exhaust park position and that claim 1 , when extended into the aperture claim 1 , prevents advancement or retardation of the exhaust camshaft ...

In-Engine Heating Mode by Increasing Load

An operating method for a device that has an internal combustion engine having a crankshaft and a plurality of cylinders and an exhaust gas aftertreatment system. The operating method is distinguished, in particular, by the fact that fuel injection into at least one of the cylinders is shut down when required and the at least one shut-down cylinder is put into a braking mode, with the result that the temperature of the exhaust gas for the exhaust gas aftertreatment system can be increased. 1. An operating method for a device having an internal combustion engine having a crankshaft and a plurality of cylinders and an exhaust gas aftertreatment system , comprising:shutting down fuel injection into at least one of the plurality of cylinders when required; andputting the at least one shut-down cylinder into a braking mode,wherein an exhaust gas temperature for the exhaust gas aftertreatment system is increased.2. The operating method according to claim 1 , wherein a demanded crankshaft torque is produced by at least one firing cylinder.3. The operating method according to claim 2 ,wherein the at least one cylinder that has been put into the braking mode performs negative work, andwherein the at least one firing cylinder compensates for the negative work.4. The operating method according to claim 1 , wherein control of the exhaust gas temperature for the exhaust gas aftertreatment system is accomplished by shutting down the at least one cylinder.5. The operating method according to claim 1 , wherein control of the exhaust gas temperature for the exhaust gas aftertreatment system is accomplished by putting the at least one shut-down cylinder into the braking mode.6. The operating method according to claim 1 , wherein the operating method represents an in-engine heating mode for exhaust gas for the exhaust gas aftertreatment system.7. The operating method according to claim 1 , wherein a cam contour device accomplishes at least one of the shutting down the fuel injection ...

Method for Operating a Reciprocating Internal Combustion Engine

A method for operating a reciprocating internal combustion engine in an engine braking mode includes, in a working cycle of the engine braking mode, a first outlet valve of a first cylinder is closed for a first time, then opened for a first time, and subsequently closed for a second time, and then opened for a second time, in order to thereby discharge gas that has been compressed in the first cylinder from the first cylinder by a cylinder piston. The outlet valve is held open after the first opening and prior to the second dosing long enough for the cylinder to be filled with gas that flows out of a second cylinder via at least one outlet channel, where when the engine braking mode is activated, at least one camshaft for activating at least one gas exchange valve of the reciprocating internal combustion engine is adjusted. 111.-. (canceled)12. A method for operating a reciprocating internal combustion engine in an exhaust braking mode , comprising the steps of:in the exhaust braking mode, within one operating cycle of a first cylinder, a first exhaust valve of the first cylinder is closed a first time, subsequently opened a first time, subsequently closed a second time, and subsequently opened a second time, in order to release gas, compressed in the first cylinder by a first piston of the first cylinder, from the first cylinder;wherein following the first opening and before the second closure, the first exhaust valve is kept open for as long as the first cylinder is filled with gas flowing out of a second cylinder of the reciprocating internal combustion engine via an exhaust duct, wherein a camshaft for actuating a gas exchange valve of the reciprocating internal combustion engine is adjusted when the exhaust braking mode is activated.13. The method according to claim 12 , wherein the camshaft is an intake camshaft and wherein via the intake camshaft it is possible to actuate claim 12 , as the gas exchange valve claim 12 , an intake valve that is associated with ...

CONTROL APPARATUS FOR VEHICLE

A vehicle having a valve stop mode control unit configured such that an intake valve and an exhaust valve are stopped in a closed state during rotation of an output shaft, supply of fuel to an engine is stopped, a clutch is made to be in an engaged state, and pistons are driven by rotational forces from driving wheels through the output shaft. When there is a request for valve stop inertial running, a negative pressure is supplied to an intake passage by a vacuum pump. 1. A control apparatus for a vehicle configured to control a vehicle comprising a valve operation mechanism that can stop an intake valve and an exhaust valve in an engine in a closed state during rotation of an output shaft of the engine , and a clutch that can switch a power transmission route between the engine and a driving wheel between an engaged state and a disengaged state , further comprising:a valve stop mode control unit configured to, in a case where a request for valve stop inertial running is made, stop the intake valve and the exhaust valve in the closed state during the rotation of the output shaft, stop supply of fuel to the engine, control a throttle valve of the engine to an idling opening or less, and set the clutch in an engaged state to drive pistons of the engine by a rotational force of the driving wheel through the output shaft; andan intake pressure control unit configured to, in a case where the request for valve stop inertial running is made, supply a negative pressure to an intake passage section by a vacuum pump connected to the intake passage section.2. The control apparatus for a vehicle according to claim 1 , whereinthe vacuum pump is configured to supply a negative pressure to a brake booster for assisting a brake force of a brake.3. The control apparatus for a vehicle according to claim 1 , whereinthe engine further comprises a vacuum switching valve for opening/closing a connecting conduit that connects the vacuum pump and the intake passage, whereinthe intake ...

VALVE TRAIN ASSEMBLY

A type II valve train assembly that selectively opens first and second intake valves and first and second exhaust valves is provided. The valve train assembly includes an intake rocker arm assembly and an exhaust rocker arm assembly. The valve train assembly is configurable for operation in any combination of activated and deactivated states of engine braking and cylinder deactivation. The exhaust rocker arm assembly includes a first exhaust rocker arm, a second exhaust rocker arm and an engine brake exhaust rocker arm. A first exhaust HLA is associated with the first exhaust rocker arm. A second exhaust HLA is associated with the second exhaust valve. An exhaust actuation assembly selectively actuates to alter travel of the first and second exhaust HLA's to change a state of cylinder deactivation between activated and deactivated. 1. A type II valve train assembly that selectively opens first and second intake valves and first and second exhaust valves , the valve train assembly comprising: a first intake rocker arm configured to selectively open the first intake valve, a second intake rocker arm configured to selectively open the second intake valve, and an engine brake intake rocker arm configured to selectively and collectively open both of the first and second intake valves;', 'a first intake hydraulic lash adjuster (HLA) associated with the first intake valve and a second intake HLA associated with the second intake valve;', "an intake actuation assembly configured to selectively actuate to alter travel of the first and second intake HLA's to change a state of cylinder deactivation between activated and deactivated; and"], 'an intake rocker arm assembly, comprising a first exhaust rocker arm configured to selectively open the first exhaust valve, a second exhaust rocker arm configured to selectively open the second exhaust valve, and an engine brake exhaust rocker arm configured to selectively and collectively open both of the first and second exhaust valves ...

ROCKER ARM ASSEMBLY

A combined exhaust and engine brake rocker arm assembly configured to selectively open first and second exhaust valves, includes a rocker arm body, an exhaust rocker arm assembly formed in the rocker arm body, and an engine brake rocker arm assembly formed in the rocker arm body and configured to operate in a collapse mode and a rigid mode. The exhaust rocker arm assembly is configured to selectively engage a valve bridge to open the first and second exhaust valves, and the engine brake rocker arm assembly is configured to selectively engage the valve bridge to open only the first exhaust valve. 111-. (canceled)12. The valve train assembly of claim 18 , wherein the exhaust rocker arm assembly comprises an exhaust capsule assembly disposed in a bore formed in the rocker arm body claim 18 ,wherein the exhaust capsule assembly comprises a plunger assembly and a stopper, the plunger assembly including a first plunger body and a second plunger body, wherein a chamber is defined between the first and second plunger bodies configured to receive a supply of fluid.13. The valve train assembly of claim 12 , wherein the stopper includes an annular bore formed therein claim 12 , and a lost motion biasing mechanism is at least partially disposed in the annular bore claim 12 , the lost motion biasing mechanism configured to bias the stopper and the plunger assembly away from an upper wall of the bore.14. The valve train assembly of claim 13 , wherein the stopper includes an annular groove formed therein claim 13 , the annular groove configured to selectively align with a fluid port fluidly coupled to the engine brake rocker arm assembly.15. The valve train assembly of claim 18 , wherein the engine brake rocker arm assembly comprises a brake capsule assembly disposed in a bore formed in the rocker arm claim 18 ,wherein the bore comprises a first bore and a second bore formed in the rocker arm, the brake capsule assembly comprising a brake plunger assembly disposed in the first ...

Valve Train Device, Internal Combustion Engine Comprising a Valve Train Device and Method for Operating a Valve Train Device

A valve train device includes a camshaft, a first valve actuating unit for actuating at least one first gas exchange valve, and a second valve actuating unit for actuating at least one second gas exchange valve. The first valve actuating unit has at least one first release element connected to the camshaft for conjoint rotation and the second valve actuating unit has at least one second release element connected to the camshaft for conjoint rotation. The release elements are coupled to each other. 110.-. (canceled)11. A valve rain device , comprising:a camshaft;a first valve actuating unit for actuating a first gas exchange valve, wherein the first valve actuating unit is provided to convert a rotary motion of the camshaft into a first force for switching between two first different cam followers associated with the first gas exchange valve and wherein the first valve actuating unit has a first release element connected to the camshaft for conjoint rotation;a second valve actuating unit for actuating a second gas exchange valve, wherein the second valve actuating unit is provided to convert the rotary motion of the camshaft into a second force for switching between two second different cam followers associated with the second gas exchange valve and wherein the second valve actuating unit has a second release element connected to the camshaft for conjoint rotation;wherein the first and the second release elements are coupled to each other;a first switch rod, wherein the first switch rod is connected to the camshaft for conjoint rotation in an axially movable way and wherein the first and the second release elements are coupled to the first switch rod; anda second switch rod, wherein the second switch rod is connected to the camshaft for conjoint rotation in an axially movable way and wherein a further release element is coupled to the second switch rod.12. The valve train device of claim 11 , wherein the first and the second release elements are disposed with a phase ...

SELF-CONTAINED COMPRESSION BRAKE CONTROL MODULE FOR COMPRESSION-RELEASE BRAKE SYSTEM OF AN INTERNAL COMBUSTION ENGINE

A compression-release brake system for operating an exhaust valve of an engine during an engine braking operation. The compression-release brake system comprises a self-contained compression brake control module (CBCM) operatively coupled to the exhaust valve for controlling a lift and a phase angle thereof. The CBCM includes a casing defining an actuator cavity, a actuation piston disposed outside the casing so as to define an actuation piston cavity between the casing and the actuation piston, and a check valve provided between the actuation piston cavity and a compression brake actuator disposed in the actuator cavity. The actuation piston reciprocates relative to the casing. The compression brake actuator includes an actuator element and a biasing spring. The actuator element selectively engages the check valve when deactivated so as to unlock the actuation piston cavity and disengages from the check valve when activated so as to lock the actuation piston cavity. 1. A compression brake control module , in a compression-release brake system for operating at least one exhaust valve of an internal combustion engine during a compression-release engine braking operation , the compression brake control module operatively coupled to at least one exhaust valve for controlling a lift and a phase angle of said at least one exhaust valve , so as to maintain the at least one exhaust valve open during a compression stroke of the engine when the engine performs a compression-release engine braking operation , the compression brake control module comprising:a casing including a single-piece body, adapted for mounting within and fixedly engaging a bore within said engine, said casing including an internal actuator cavity;an actuation piston disposed outside the casing and within said bore so as to define a variable volume hydraulic actuation piston cavity between the casing and the actuation piston and an inner surface of said bore, the actuation piston reciprocating relative ...

Bias mechanisms for a rocker arm and lost motion component of a valve bridge

Systems for actuating at least two engine comprise a valve bridge operatively connected to the at least two engine valves and having a hydraulically-actuated lost motion component. A rocker arm has a motion receiving end configured to receive valve actuation motions from a valve actuation motion source and a motion imparting end for conveying the valve actuation motions and hydraulic fluid to the lost motion component. The motion receiving end is biased toward the valve actuation motion source. A bias mechanism, supported by either the rocker arm, valve bridge or both, is configured to bias the motion receiving end of the rocker arm and the lost motion component into contact with each other. By maintaining such contact, the bias mechanism helps maintain the supply of hydraulic fluid from the rocker arm to the lost motion component.

SYSTEMS AND METHODS FOR COMBINED ENGINE BRAKING AND LOST MOTION EXHAUST VALVE OPENING

A combined dedicated braking and EEVO lost motion valve actuation systems for internal combustion engines provide subsystems for braking events and EEVO events on one or more cylinders. Various control strategies may utilize braking and EEVO capabilities to module one or more engine parameters, including aftertreatment temperature and engine load. 1. In an internal combustion engine having at least one cylinder and at least one respective exhaust valve associated with the at least one cylinder , a system for controlling motion of the at least one exhaust valve , comprising:a main event motion source associated with each of the at least one cylinder for providing main event motion to the respective at least one exhaust valve;an early exhaust valve opening (EEVO) motion source associated with each of the at least one cylinder for providing EEVO motion to the associated at least one exhaust valve;a main event valve train associated with each of the at least one cylinder for conveying main event motion and EEVO motion to the associated at least one exhaust valve;an EEVO lost motion component in at least one of the main event valve trains and adapted to absorb EEVO motion from the EEVO motion source in a first operational mode and adapted to convey EEVO motion from the EEVO motion source in a second operational mode;a braking motion source, separate from the main event motion source, associated with each of the at least one cylinder for providing braking event motion to the associated at least one exhaust valve; anda braking event valve train, separate from the main event valve train, associated with each of the at least one cylinder for conveying braking motion from the braking motion source to the associated at least one exhaust valve.2. The system of claim 1 , wherein the EEVO lost motion component comprises a valve bridge and a piston slidably disposed in the valve bridge.3. The system of claim 1 , wherein the main event motion source and the EEVO motion source ...

VACUUM AND COMPRESSION RELEASE BRAKING IN SPARK-IGNITED ENGINES

An internal combustion engine system includes an engine with a plurality of pistons housed in respective ones of a plurality of cylinders, an air intake system to provide air to the plurality of cylinders through respective ones of a plurality of intake valves, an exhaust system to release exhaust gas from the plurality of cylinders through respective one of a plurality of exhaust valves. The internal combustion engine uses vacuum braking and/or compression release braking in response to one or more braking conditions. 1. A method , comprising:operating a spark-ignited internal combustion engine system including an internal combustion engine with a plurality of cylinders that receive an intake flow that is provided to at least a portion of the plurality of cylinders through an open intake throttle;closing the intake throttle to operate in a vacuum braking mode in response to a braking condition; andadjusting at least an exhaust valve opening and closing timing of one or more of the plurality of cylinders to operate in a compression release braking mode in response to the braking condition.2. The method of claim 1 , further comprising opening the intake throttle after closing the intake throttle to transition from the vacuum braking mode to the compression release braking mode.3. The method of claim 1 , wherein the compression release braking mode is initiated in response to an engine braking request.4. The method of claim 3 , wherein the engine braking request is provided by at least one of:a driver input; andan accident avoidance system request.5. The method of claim 1 , further comprising disabling the compression release braking mode in response to one or more of an anti-lock braking event and a weather event.6. The method of claim 1 , further comprising initiating the compression release braking mode to ventilate one or more of the intake manifold claim 1 , a combustion chamber of one or more of the plurality of the cylinders claim 1 , and an aftertreatment ...

COMPRESSION RELIEF BRAKE RESET MECHANISM

An internal combustion engine with a braking system comprising a rocker lever, a rocker lever valve and a biasing member selectively preventing contact between a brake lift portion of a cam and a cam follower supported by the rocker lever. Fluid pressures in a first fluid circuit and a second fluid circuit selectively actuate the rocker lever valve to open an exhaust valve and cause brake events. 1. A method of braking using an internal combustion engine , the method comprising:starting the internal combustion engine, the internal combustion engine including a cylinder, a cam having a brake lift portion, and a pivotally mounted rocker lever supporting a cam follower and a slave piston, the rocker lever including a first fluid circuit, a second fluid circuit and a rocker lever valve along the second fluid circuit;applying a first fluid pressure to the first fluid circuit to open the rocker lever valve;applying a biasing force to the rocker lever to prevent contact between the cam follower and the brake lift portion of the cam; applying a brake mode fluid pressure to a fluid in the second fluid circuit to extend the slave piston to an extended position; and', 'contacting the cam follower with the brake lift portion of the cam to open an exhaust valve in the cylinder of the internal combustion engine and cause a brake event., 'engaging a brake mode, and while in the brake mode2. A method as in claim 1 , the internal combustion engine further comprising a biasing member connected to a supporting element of the internal combustion engine and applying the biasing force to the rocker lever claim 1 , wherein extension the slave piston collapses the biasing member to enable the cam follower to engage a base portion of the cam.3. A method as in claim 1 , further comprising changing a balance of fluid pressures on the rocker lever valve to actuate the rocker lever valve.4. A method as in claim 3 , wherein the second fluid circuit includes a low pressure circuit fluidly ...

ENGINE BRAKE CONTROL ACCORDING TO ENGINE OPERATING PARAMETERS

An engine brake controller may obtain a performance characteristic of an engine. The engine brake controller may determine, based on the performance characteristic of the engine, that engine braking is enabled to control the engine. The engine brake controller may monitor a set of operating parameters of the engine. The engine brake controller may determine that operating values of the set of operating parameters satisfy corresponding thresholds of the set of operating parameters. The engine brake controller may determine, based on the operating values satisfying the corresponding thresholds, an engine braking configuration associated with activating engine braking of a set of cylinders of the engine. The set of cylinders may be a proper subset of a total quantity of cylinders of the engine. The engine brake controller may cause the engine braking to be applied to the set of cylinders to increase a temperature of exhaust gas from the engine. 1. A method , comprising:obtaining a performance characteristic of an engine;determining, based on the performance characteristic of the engine, that engine braking is enabled to control the engine;identifying, based on the performance characteristic, a set of operating parameters of the engine that are associated with the performance characteristic;monitoring the set of operating parameters to obtain operating values;determining that the operating values satisfy corresponding thresholds of the set of operating parameters;{'claim-text': 'wherein the set of cylinders is a proper subset of a total quantity of cylinders of the engine; and', '#text': 'determining, based on the operating values satisfying the corresponding thresholds, an engine braking configuration associated with activating engine braking of a set of cylinders of the engine to increase a temperature of exhaust gas from the engine,'}causing the engine braking to be applied to the set of cylinders to increase the temperature of the exhaust gas from the engine.2. The ...

Sliding cam system and method for operating an internal combustion engine

A sliding cam system for a variable valve train. The sliding cam system includes a camshaft, a cam carrier, a cam follower, and a first actuator. A first cam of the cam carrier and a second cam of the cam carrier are arranged offset with respect to one another along a longitudinal axis of the camshaft. The first cam comprises a base circle region and a valve lift region with a limiting section which adjoins the base circle region of the first cam. The second cam has a base circle region and a valve lift region with a limiting section which adjoins the base circle region of the second cam. The limiting section of the first cam and the limiting section of the second cam are of identical configuration and are arranged at an identical circumferential position about the longitudinal axis of the camshaft.

METHOD FOR CONTROLLING A DELAY DEVICE OF A VEHICLE

A method for controlling a deceleration device of a motor vehicle, wherein a control apparatus receives a request signal from a vehicle component for vehicle deceleration. Protection against mistriggering of the deceleration device is provided. Also provided is an integrity level of the vehicle component to be ascertained, a time profile for a deceleration performance of the deceleration device obtained during a braking process to be ascertained, for different times, a respective current minimum integrity level that is at least necessary for the time profile ascertained hitherto to be ascertained, and performance limiting to be performed for the request signal if the current minimum integrity level is higher than the integrity level of the vehicle component. 1. A method for controlling a deceleration device of a motor vehicle , the method comprising:at a beginning of or during a braking process in which the deceleration device prompts vehicle deceleration, a control apparatus receiving a request signal from a vehicle component for the vehicle deceleration;the control apparatus ascertaining an integrity level of the vehicle component,the control apparatus ascertaining, during the braking process, a time profile for deceleration performance of the deceleration device obtained as a result of the vehicle deceleration,the control apparatus ascertaining, for different times, a respective current minimum integrity level that is at least necessary for the time profile ascertained hitherto, andthe control apparatus performing performance limitation for the request signal in response to the current minimum integrity level being higher than the integrity level of the vehicle component.2. The method of claim 1 , wherein the performance limitation comprises the request signal being ignored or the time profile of the deceleration performance being limited to a performance limit prescribed by the current minimum integrity level by virtue of the vehicle deceleration requested by ...

DIAGNOSTIC DEVICE AND DIAGNOSTIC SYSTEM

A diagnostic device for a sensor provided in an exhaust passage of an internal combustion engine of a vehicle and detecting nitrogen compounds in exhaust gas, the diagnostic device including an offset diagnosis unit which diagnoses, during deceleration of the vehicle in which the internal combustion engine stops fuel injection, an offset amount of a sensor value of the sensor from a zero point based on the sensor value of the sensor value, and a diagnosis prohibition unit which prohibits the diagnosing of the offset amount when a flow rate of the exhaust gas of the internal combustion engine rapidly increases while the offset amount is diagnosed by the offset diagnosis unit 1. A diagnostic device for a sensor provided in an exhaust passage of an internal combustion engine of a vehicle and detecting nitrogen compounds in exhaust gas , the diagnostic device comprising:an offset diagnosis unit which diagnoses, during deceleration of the vehicle in which the internal combustion engine stops fuel injection, an offset amount of a sensor value of the sensor from a zero point based on the sensor value of the sensor; anda diagnosis prohibition unit which prohibits the diagnosing of the offset amount when a flow rate of the exhaust gas of the internal combustion engine rapidly increases while the offset amount is diagnosed by the offset diagnosis unit.2. The diagnostic device according to claim 1 ,wherein the diagnosis prohibition unit prohibits the diagnosing of the offset amount when an exhaust brake device is switched from an operation state to a non-operation state.3. The diagnostic device according to claim 2 ,wherein the diagnosis prohibition unit prohibits the diagnosing of the offset amount until a predetermined period of time has passed after switching to the non-operation state when the exhaust brake device is switched from the operation state to the non-operation state.4. A diagnostic system comprising:a sensor provided in an exhaust passage of an internal ...

ROCKER ARM ASSEMBLY

A valve train assembly includes a first exhaust valve, a second exhaust valve, and a valve bridge including a main body and a lever rotatably coupled to the main body, the main body configured to engage the first exhaust valve, and the lever configured to engage the second exhaust valve. An exhaust valve rocker arm assembly is configured to selectively open the first and second exhaust valves, the exhaust valve rocker arm assembly including an exhaust valve rocker arm with a hydraulic lash adjuster (HLA) assembly coupled thereto, the HLA assembly in contact with the valve bridge main body. An engine brake rocker arm assembly is configured to selectively open the second exhaust valve and including an engine brake rocker arm with a combined HLA and added motion capsule coupled thereto. The combined HLA and added motion capsule is configured to selectively engage and rotate the lever. 1. A valve train assembly comprising:a first exhaust valve;a second exhaust valve;a valve bridge including a main body and a lever rotatably coupled to the main body, the main body configured to engage the first exhaust valve, and the lever configured to engage the second exhaust valve;an exhaust valve rocker arm assembly configured to selectively open the first and second exhaust valves, the exhaust valve rocker arm assembly including an exhaust valve rocker arm with a hydraulic lash adjuster (HLA) assembly coupled thereto, the HLA assembly in contact with the valve bridge main body; andan engine brake rocker arm assembly configured to selectively open the second exhaust valve and including an engine brake rocker arm with a combined HLA and added motion capsule coupled thereto, the combined HLA and added motion capsule configured to selectively engage and rotate the lever to open the second exhaust valve.2. The valve train assembly of claim 1 , wherein the HLA assembly is in continuous contact with the valve bridge main body.3. The valve train assembly of claim 1 , wherein the combined ...

SYSTEMS AND METHODS FOR COUNTER FLOW MANAGEMENT AND VALVE MOTION SEQUENCING IN ENHANCED ENGINE BRAKING

Systems and methods for managing excessive intake flow path pressure and counter flow are implemented to support enhanced engine braking applications, such as 2-stroke or 1.5-stroke engine braking implementations where the intake flow path may be exposed to excessive transient pressures in the combustion chamber during activation or deactivation of an engine brake. Intake throttle, exhaust gas recirculation (EGR) valve, intake manifold blow-off valve, compressor bypass valve, exhaust throttle, turbocharger geometry or turbocharger waste gate may be controlled to effectuate counter flow management separately or in combination. Excessive transient conditions may also be prevented or managed by sequential valve motion in which brake motion activation occurs first and then exhaust valve main event deactivation occurs second. Delay between brake activation and main event deactivation may be facilitated using mechanical and/or hydraulic implements as well as electronically. 1. A method for sequencing valve events in an internal combustion engine , the internal combustion engine comprising at least one cylinder , at least one intake valve train for transferring motion from an intake valve motion source to an intake valve , at least one exhaust valve train for transferring motion from an exhaust valve motion source to an exhaust valve , an engine brake mechanism in the exhaust valve train and a lost motion device for selectively disabling main event motion in the exhaust valve train , the method comprising:activating the engine brake mechanism, causing a transient state and then a steady state of the engine brake mechanism;delaying activation of the lost motion device until the engine brake mechanism is in the steady state.2. The method of claim 1 , wherein the delaying step comprises delaying a predetermined amount of time.3. The method of claim 2 , wherein the delaying step comprises determining a delay based on at least one engine operating parameter.4. The method of ...

SYSTEMS AND METHODS FOR COUNTER FLOW MANAGEMENT AND VALVE MOTION SEQUENCING IN ENHANCED ENGINE BRAKING

Systems and methods for managing excessive intake flow path pressure and counter flow are implemented to support enhanced engine braking applications, such as 2-stroke or 1.5-stroke engine braking implementations where the intake flow path may be exposed to excessive transient pressures in the combustion chamber during activation or deactivation of an engine brake. Intake throttle, exhaust gas recirculation (EGR) valve, intake manifold blow-off valve, compressor bypass valve, exhaust throttle, turbocharger geometry or turbocharger waste gate may be controlled to effectuate counter flow management separately or in combination. Excessive transient conditions may also be prevented or managed by sequential valve motion in which brake motion activation occurs first and then exhaust valve main event deactivation occurs second. Delay between brake activation and main event deactivation may be facilitated using mechanical and/or hydraulic implements as well as electronically. 1. A method for controlling counter flow and pressure in an intake flow path of an internal combustion engine during an engine braking operation , the internal combustion engine comprising at least one cylinder , an intake flow path communicating with the at least one cylinder , at least one intake valve disposed in the intake flow path , an exhaust flow path communicating with the at least one cylinder and at least one exhaust valve disposed in the exhaust flow path , the method comprising:deactivating main event motion of the at least one exhaust valve;activating a braking motion of the at least one exhaust valve; andmanaging counter flow in the intake flow path with at least one airflow management device disposed in at least one of the intake flow path or the exhaust flow path.2. The method of claim 1 , wherein the airflow management device includes an exhaust gas recirculation valve in communication with the intake flow path and the exhaust flow path claim 1 , the exhaust gas recirculation valve ...

METHOD AND ENGINE BRAKE SYSTEM TO CONTROL AN ENGINE BRAKE OF A VEHICLE

A method and system to control an engine brake of a vehicle is provided. The vehicle is provided with a combustion engine having cylinders, an exhaust pressure governor (EPG) regulating the air flow out of the cylinders, an intake air throttle valve (ITV) regulating the air flow into the cylinders, pressure sensing means for sensing a pressure downstream of the cylinders, wherein an engine braking torque can be regulated in two different engine braking modes (a, b), a first engine braking mode (a), in which the air flow through the EPG is regulated by a closed loop control using the pressure downstream of the cylinders and the ITV is regulated in a feed forward control dependent of the engine speed and a demanded brake torque; a second engine braking mode (b), in which the EPG is regulated in a feed forward control dependent of the engine speed and the demanded brake torque, and the my regulates the braking torque by a closed loop control using the pressure downstream of the cylinders. 1. Method to control an engine brake of a vehicle , the vehicle is provided with a combustion engine having cylinders , an exhaust pressure governor (EPG) regulating the air flow out of the cylinders , an intake air throttle valve (ITV) regulating the an flow into the cylinders , pressure sensing means for sensing a pressure downstream of the cylinders , wherein an engine braking torque can be regulated in two different engine braking modes (a , b) ,a first engine braking mode (a), in which the air flow through the EPG is regulated by a closed loop control using the pressure downstream of the cylinders and the ITV is regulated in a feed forward control dependent of the engine speed and a demanded brake torque;a second engine braking mode (b), in which the EPG is regulated in a feed forward control dependent of the engine speed and the demanded brake torque, and the ITV regulates the braking torque by a closed loop control using the pressure downstream of the cylinders.2. Method ...

ENGINE CONTROL DEVICE

Provided are a valve stop mechanism capable of switching intake valves and exhaust valves of deactivated cylinders between an openable/closable state and a closed state, and an engine speed control unit which controls the engine speed. The engine speed control unit controls the engine speed in such a manner that the amount of change in the engine speed with respect to time is reduced, as compared with a case in which a specific condition is not satisfied, when the specific condition that switching by the valve stop mechanism is not completed, and that connection between an engine and a power transmission unit is released is satisfied after issuance of a switching request from one of a reduced-cylinder operation and an all-cylinder operation to the other thereof. 1. An engine control device to be provided in a vehicle , the vehicle being provided with an engine and a power transmission unit , the engine including a plurality of cylinders , each of which is provided with an intake valve and an exhaust valve , the cylinders being configured to perform combustion of a fuel-air mixture , the engine being operative to switch between an all-cylinder operation in which combustion of the fuel-air mixture is performed in all the cylinders , and a reduced-cylinder operation in which combustion in at least one of the cylinders is stopped and the at least one cylinder is deactivated , the power transmission unit being connected to the engine and configured to transmit power of the engine to wheels , the engine control device comprising:an operation request determination unit which determines whether the reduced-cylinder operation or the all-cylinder operation is performed based on an operating condition of the engine;a valve stop mechanism which is operative to switch the intake valve and the exhaust valve of the at least one cylinder between an openable/closable state and a closed state;a valve control unit which controls the valve stop mechanism in such a manner that the ...

VALVE TRAIN ASSEMBLY

A valve train assembly includes a valve bridge assembly. The valve bridge assembly includes: a valve bridge; a first cavity formed towards a first end portion of the valve bridge; and a hydraulic lash adjuster (HLA) disposed within the first cavity, the HLA for engaging a first valve stem. The valve train assembly further includes: a pivotally mounted first rocker arm for engaging the valve bridge and to pivot in response to a rotating first cam to cause a first valve lift event in an engine cycle. The first rocker arm includes: a rocker arm cavity formed within an end portion thereof; and a control capsule disposed within the rocker arm cavity, wherein the control capsule is configurable in an ON configuration and an OFF configuration. 1. A valve train assembly , the valve train assembly comprising: a valve bridge;', 'a first cavity formed towards a first end portion of the valve bridge; and', 'a hydraulic lash adjuster (HLA) disposed within the first cavity, the HLA being configured to engage a first valve stem;, 'a valve bridge assembly, the valve bridge assembly comprising a rocker arm cavity formed within an end portion thereof; and', 'a control capsule disposed within the rocker arm cavity, wherein the control capsule is configurable in an ON configuration and an OFF configuration, wherein, in the ON configuration, the pivoting of the first rocker arm is configured to cause the first valve lift event and, in the OFF configuration, the control capsule is configured to prevent the pivoting of the first rocker arm from causing the first valve lift event., 'a pivotally mounted first rocker arm configured to engage the valve bridge and to pivot in response to a rotating first cam to cause a first valve lift event in an engine cycle, wherein the first rocker arm comprises, 'the valve train assembly further comprising2. The valve train assembly according to claim 1 , wherein the valve bridge assembly further comprises:a contact surface at a second end portion of the ...

VALVE BRIDGE ASSEMBLY

A valve bridge assembly includes a valve bridge; a first cavity formed towards a first end portion of the valve bridge; and a hydraulic lash adjuster (HLA) disposed within the first cavity for engaging a first valve stem. The HLA includes a first contact surface for engaging the first valve stem. The first contact surface is curved. 1. A valve bridge assembly for a valve train assembly , the valve bridge assembly comprising:a valve bridge;a first cavity formed towards a first end portion of the valve bridge; anda hydraulic lash adjuster (HLA) disposed within the first cavity configured to engage a first valve stem,wherein the HLA comprises a first contact surface configured to engage the first valve stem, andwherein the first contact surface is curved.2. The valve bridge assembly according to claim 1 , wherein the valve bridge assembly further comprises:a second contact surface at a second end portion of the valve bridge configured to engage a second valve stem, wherein the second contact surface is curved.3. The valve bridge assembly according to claim 2 , wherein the second curved contact surface is substantially part spherical.4. The valve bridge assembly according to claim 1 , wherein the curved first contact surface is substantially part spherical.5. A valve train assembly comprising the valve bridge assembly of .6. The valve train assembly according to claim 5 , further comprising a pivotally mounted first rocker arm configured to engage the valve bridge and to pivot in response to a rotating first cam to cause a first valve lift event in an engine cycle.7. The valve train assembly according to claim 5 , wherein the first valve event is an engine brake valve event. This application is a continuation of U.S. patent application Ser. No. 14/411,524, filed on Dec. 29, 2014, which is a U.S. National Stage application under 35 U.S.C. §371 of International Application No. PCT/EP2013/063787, filed on Jul. 1, 2013, which claims benefit to British Patent Application No. ...

VALVE ACTUATION MECHANISM AND AUTOMOTIVE VEHICLE COMPRISING SUCH A VALVE ACTUATION MECHANISM

A valve actuation mechanism includes rockers moved by a camshaft, each rocker being adapted to exert a valve opening force on at least a portion of a valve opening actuator of each cylinder, via an activation piston, housed in a bore of the rocker and movable with respect to the rocker under action of a fluid pressure raise in a chamber fluidly linked to the bore, from a first position to a second position, in which a cam follower of the rocker reads at least one auxiliary cam sector of a cam of the camshaft so as to perform an engine operating function. Each rocker includes a reset valve adapted to reduce fluid pressure in the chamber. The valve actuation mechanism includes, for each rocker, a reset cam profile adapted to open the reset valve when the activation piston has to be moved from its second position to its first position, and each reset valve includes a cam follower adapted to drive the reset valve as a function of the movement of the reset profile. 1. Valve actuation mechanism for an internal combustion engine on an automotive vehicle , comprising rockers moved by a camshaft , each rocker being adapted to exert a valve opening force on at least a portion of a valve opening actuator of each cylinder , via an activation piston of the rocker and movable with respect to the rocker under action of a fluid pressure raise in a chamber , from a first position , to a second position , in which a cam follower of the rocker reads at least one auxiliary valve lift sector of a cam of the camshaft so as to perform an engine operating function , each rocker comprising a reset valve , adapted to release fluid from the chamber , wherein the valve actuation mechanism comprises , for each rocker , a reset cam profile adapted to open the reset valve when the activation piston has to be moved from its second position to its first position , and wherein each rocker comprises a cam follower , adapted to drive the reset valve as a function of the movement of the reset profile.2 ...

Hybrid valve train system

For a given cylinder in the engine having two intake valves and two exhaust valves, one of the intake valves is driven by a bucket tappet, while the other intake valve is actuated via a roller finger follower. Similarly, one of the exhaust valves is driven by a bucket tappet, while the other exhaust valve is actuated via a roller finger follower. The intake valves read inputs form an intake camshaft, and the exhaust valves read inputs from an exhaust camshaft.

VALVE ACTUATION MECHANISM AND AUTOMOTIVE VEHICLE COMPRISING SUCH A VALVE ACTUATION MECHANISM

A valve actuation mechanism for an internal combustion engine includes rockers moved by a camshaft, each rocker being adapted to exert a valve opening force on at least a portion of a valve opening actuator of each cylinder, via an activation piston, housed in a bore of the rocker and movable with respect to the rocker under action of a fluid pressure raise in a chamber fluidly connected to the bore, from a first position to a second position with respect to the rocker, in which a cam follower of the rocker is adapted to read at least one auxiliary valve lift sector of a cam of the camshaft so as to perform an engine operating function. Each rocker includes a check valve adapted to control the fluid pressure raise in the chamber. The valve actuation mechanism includes, for each rocker, a stopper fast with a housing of the engine and adapted to exert, on a member of the rocker, a force for opening a valve independent from the check valve, adapted to release fluid from the chamber when the piston has to be moved from its second position to its first position. 193. A valve actuation mechanism for an internal combustion engine on an automotive vehicle , comprising rockers moved by a camshaft , each rocker being adapted to exert a valve opening force on at least a portion of a valve opening actuator of each cylinder , via an activation piston , housed in a bore of the rocker and movable with respect to the rocker under action of a fluid pressure raise in a chamber fluidly connected to the bore , from a first position to a second position with respect to the rocker , in which a cam follower () of the rocker is adapted to read at least one auxiliary valve lift sector of a can of the camshaft so as to perform an engine operating function , each rocker comprising a check valve adapted to control the fluid pressure raise in said chamber , wherein the valve actuation mechanism comprises , for each rocker , a stopper fast with a housing of the engine and adapted to exert , on a ...

Two Stroke,Opposed-Piston Engine With Engine Braking

In a two-stroke opposed-piston engine, a ported cylinder with a pair of opposed pistons is equipped with an engine brake including an engine braking valve that can be opened to release air from the cylinder as the pistons cycle between BDC and TDC positions. 1. A method of operating a two-stroke , opposed-piston engine with at least one ported cylinder and pair of pistons disposed in opposition in the cylinder , in which injection of fuel into the cylinder is interrupted while charge air entering the cylinder between the opposed pistons is continuously released from the cylinder through an engine braking valve as the pistons move between BDC and TDC positions.2. The method of operating a two-stroke claim 1 , opposed-piston engine with at least one ported cylinder and pair of pistons disposed in opposition in the cylinder as recited in claim 1 , in which the charge air is released into an exhaust channel of the engine.3. The method of operating a two-stroke claim 1 , opposed-piston engine with at least one ported cylinder and pair of pistons disposed in opposition in the cylinder as recited in claim 1 , in which the charge air entering the cylinder is compressed by a supercharger.4. The method of operating a two-stroke claim 1 , opposed-piston engine with at least one ported cylinder and pair of pistons disposed in opposition in the cylinder as recited in claim 1 , in which an EGR valve is closed while the charge air is continuously discharged from the cylinder. This application is a divisional of co-pending U.S. patent application Ser. No. 13/385,510, filed Feb. 21, 2012, published as US 2012/0210985 A1 on Aug. 23, 2012, which claims priority to U.S. provisional application for patent 61/463,815, filed Feb. 23, 2011.This application contains subject matter related to that of U.S. patent application Ser. No. 13/373,448, filed Nov. 14, 2011, titled “Two-Stroke, Opposed-Pistons with Compression Release for Engine Braking”, published as US 2012/0125298 A1 on May 24, ...

VALVETRAIN WITH VARIABLE VALVE ACTUATION

A method of providing a rocker arm set for a valvetrain includes providing a first intake rocker arm, a second intake rocker arm and a first exhaust rocker arm. The first intake rocker arm is configured as a switching rocker arm for a first intake valve on a first cylinder. The second intake rocker arm is for a second intake valve on a second cylinder. The second rocker arm is configured to operate in a normal Otto cycle mode. The first exhaust rocker arm is provided for a first exhaust valve on the second cylinder. The first intake rocker arm operates in one of an LIVC or EIVC mode where the first intake rocker arm is configured to open or close at a different time compared to the second intake valve. The first exhaust rocker arm operates in a cylinder deactivation mode. 1. A method of providing a rocker arm set for a valvetrain , the method comprising:providing a first intake rocker arm configured as a switching rocker arm for a first intake valve on a first cylinder;providing a second intake rocker arm for a second intake valve on a second cylinder, the second rocker arm configured to operate in a normal Otto cycle mode;providing a first exhaust rocker arm for a first exhaust valve on the second cylinder; andwherein (i) the first intake rocker arm operates in one of a late intake valve closing mode (LIVC) and an early intake valve closing mode (EIVC), where the first intake rocker arm is configured to one of open and close at a different time compared to the second intake valve, and (ii) the first exhaust rocker arm operates in a cylinder deactivation mode.2. The method of wherein the first intake rocker arm operates in added motion and wherein the first intake rocker arm operates in LIVC wherein the first intake rocker arm closes the first intake valve later than the second intake valve.3. The method of where the first intake rocker arm operates in EIVC wherein the first intake rocker arm opens the first intake valve earlier than the second intake valve.4. The ...

Method of remanufacturing a rocker arm and remanufactured rocker arm

A method of remanufacturing a rocker arm having a body defining a socket portion is disclosed. The method includes machining the socket portion to remove a worn surface and form a seat configured to receive an insert member therein. The method further includes disposing the insert member within the seat and coupling the insert member to the seat.

ROCKER ARM MECHANISM

A rocker arm mechanism capable of selectively adjusting a timing of opening or closing an intake or an exhaust valve of a plurality of exhaust valves by shifting according to a crankshaft angle and by gradually changing a maximum valve opening, or electively, allows for engine braking by decompression by opening the plurality of exhaust valves before a compression stroke in a plurality of internal combustion engines. 1. A rocker arm mechanism , wherein the rocker arm mechanism is capable of selectively adjusting a timing of opening or closing an intake or an exhaust valve of a plurality of exhaust valves by shifting according to a crankshaft angle and by changing a maximum valve opening , or selectively , allows for engine braking by decompression by opening the plurality of exhaust valves before a compression stroke in a plurality of internal combustion engines , and the rocker arm mechanism comprises:at least one rocker arm, wherein the at least one rocker arm is engaged with a camshaft from one side of the at least one rocker arm and with the exhaust valve of the plurality of exhaust valves from another side of the at least one rocker arm and the at least one rocker arm transfers a movement formed by means of the camshaft to the exhaust valve of the plurality of exhaust valves, and comprising at least one movement member,wherein the at least one movement member is connected to a side of the at least one rocker arm engaged with the exhaust valve of the plurality of exhaust valves and capable of rotating clockwise or counterclockwise around an axis;a clockwise and counterclockwise movement of the at least one movement member is ensured by a way of a first force applying means and a second force applying means via a rotating bracket, wherein the rotating bracket is in a middle of the at least one movement member,the at least one movement member is able to apply a force, as a consequence of a clockwise or counterclockwise rotation, in a direction the plurality of ...

ROCKER ARM HAVING OIL RELEASE VALVE THAT OPERATES AS AN ACCUMULATOR

An exhaust valve rocker arm assembly operable in a combustion engine mode and an engine braking mode can include a rocker shaft and a rocker arm. The rocker shaft can define a pressurized oil supply conduit. The rocker arm can receive the rocker shaft and is configured to rotate around the rocker shaft. The rocker arm can have an oil supply passage defined therein. A valve bridge can engage a first exhaust valve and a second exhaust valve. An accumulator assembly can be disposed in the rocker arm and includes an accumulator piston that translates within the accumulator piston housing between closed and open positions. A predetermined amount of oil is stored in the accumulator assembly. 1. An exhaust valve rocker arm assembly operable in a combustion engine mode and an engine braking mode , the exhaust valve rocker arm assembly comprising:a rocker shaft that defines a pressurized oil supply conduit;a rocker arm that receives the rocker shaft and is configured to rotate around the rocker shaft, the rocker arm having an oil supply passage and an accumulator piston housing defined therein;a valve bridge that engages a first exhaust valve and a second exhaust valve;a hydraulic lash adjuster assembly disposed on the rocker arm having a first plunger body movable between a first position and a second position, wherein in the first position, the first plunger body extends rigidly for cooperative engagement with the valve bridge;a check valve disposed on the rocker arm and having an actuator that selectively releases pressure in the hydraulic lash adjuster; andan accumulator assembly disposed in the rocker arm and including an accumulator piston that translates within the accumulator piston housing between closed and open positions, the accumulator assembly configured to store a predetermined amount of oil when the first plunger body moves toward the first position.2. The exhaust valve rocker assembly of wherein the accumulator assembly further comprises an accumulator ...

VARIABLE LOST MOTION VALVE ACTUATOR AND METHOD

Lost motion engine valve actuation systems and methods of actuating engine valves are disclosed. Exemplary systems may include a valve train element, a first lost motion piston, an accumulator, and a hydraulic circuit, among other components. Variation of the first lost motion piston position may be carried out by placing the first lost motion piston in hydraulic communication with a trigger valve and one or more accumulators. Actuation of the trigger valve releases hydraulic fluid allowing for adjustment of the first lost motion piston position. 1. A hydraulic lost motion system for controlling the operation of at least one engine intake valve for an internal combustion engine , the system comprising:a) a first piston slidably disposed in a first piston chamber in a housing of the hydraulic lost motion system, the first piston being moveable in response to rotation of an engine cam shaft, and being configured to interact with at least one engine intake valve for movement of the engine intake valve in response at least in part to the position of the first piston;b) an accumulator including an accumulator piston slidably disposed in an accumulator piston chamber defined at least in part in the housing, the accumulator piston being biased toward an end of the accumulator piston chamber by a spring; i) an electromagnetic solenoid coil defining a longitudinal central axis;', 'ii) an armature mounted for movement responsive to the electromagnetic solenoid coil in a direction generally along the longitudinal central axis of the coil, the armature being movable between a retracted position and an extended position when the electromagnetic solenoid coil is electrically actuated, the armature being connected to an elongate solenoid pin;', 'iii) a trigger valve piston being configured to selectively block fluid flow along a fluid path connecting the first piston chamber and an associated accumulator piston chamber, the trigger valve piston including a first end adjacent to ...

METHOD FOR BRAKING AN INTERNAL COMBUSTION ENGINE

The present disclosure relates to a method for braking of an internal combustion engine, in particular a four-stroke internal combustion engine. The method involves a partial opening of at least one gas discharge valve of at least one cylinder of the internal combustion engine during a compression stroke of the internal combustion engine. The method involves a holding of a partial opening of the at least one gas discharge valve during an expansion stroke of the internal combustion engine following the compression stroke and during an exhaust stroke of the internal combustion engine following the expansion stroke. The method involves a closing of the partly opened at least one gas discharge valve at the end of the exhaust stroke or during an intake stroke of the internal combustion engine following the exhaust stroke. 1. A method for braking of an internal combustion engine , comprising:partial opening of at least one gas discharge valve of at least one cylinder of an internal combustion engine during a compression stroke of the internal combustion engine;holding of a partial opening of the at least one gas discharge valve during an expansion stroke of the internal combustion engine following the compression stroke and during an exhaust stroke of the internal combustion engine following the expansion stroke; andclosing of the partly opened at least one gas discharge valve at the end of the exhaust stroke or during an intake stroke of the internal combustion engine following the exhaust stroke.2. The method according to claim 1 , wherein the combustion engine is a four-stroke internal combustion engine.3. The method according to claim 1 , wherein:the at least one gas discharge valve during the partial opening is opened so far that basically no compressing occurs in the respective cylinder during the exhaust stroke at a speed of the internal combustion engine below a limit speed of the internal combustion engine.4. The method according to claim 3 , wherein:the at least ...

HEAVY DUTY VARIABLE VALVE ACTUATION

A valvetrain assembly includes: a main exhaust rocker arm assembly having a first main exhaust rocker arm and a second main exhaust rocker arm; a first latch assembly that selectively moves between a first position in which the first and second main exhaust rocker arms are locked for concurrent rotation and a second position in which one of the first and second main exhaust rocker arms rotates relative to an other of the first and second main exhaust rocker arms; a secondary exhaust rocker arm assembly having a first secondary exhaust rocker arm and a second secondary exhaust rocker arm; a second latch assembly that selectively moves between a first position in which the first and second secondary exhaust rocker arms are locked for concurrent rotation and a second position in which one of the first and second secondary exhaust rocker arms rotates. 1. A valvetrain assembly , comprising:a main exhaust rocker arm assembly having a first main exhaust rocker arm and a second main exhaust rocker arm;a first latch assembly configured to selectively move between a first position wherein the first and second main exhaust rocker arms are locked for concurrent rotation and a second position wherein one of the first and second main exhaust rocker arms is configured to rotate relative to an other of the first and second main exhaust rocker arms;a secondary exhaust rocker arm assembly having a first secondary exhaust rocker arm and a second secondary exhaust rocker arm;a second latch assembly configured to selectively move between a first position wherein the first and second secondary exhaust rocker arms are locked for concurrent rotation and a second position wherein one of the first and second secondary exhaust rocker arms is configured to rotate relative to an other of the first and second secondary exhaust rocker arms; and an actuator configured to rotate an exhaust cam rod that includes a first cam and a second cam thereon;', 'a main arm configured to rotate based upon ...

ENGINE BRAKE DEVICE

An engine brake device is provided for attenuating compression. The device is able to brake engine by attenuating a pressure increase in a cylinder by temporarily opening an exhaust valve at the end of a compression stroke of the engine, using an eccentric assembly eccentrically coupled to a pivot center of an exhaust rocker arm and an actuator for pushing up the eccentric assembly. 1. An engine brake device for attenuating compression , comprising:an exhaust rocker arm configured to open or close an exhaust valve of an engine;an eccentric assembly having a rotational center point at a different position from a rotational center point of the exhaust rocker arm, and coupled to a first side of the exhaust rocker arm;an actuator connected to a front end of the eccentric assembly to pivot the eccentric assembly about the rotational center point at a different position of the rotational center point of the exhaust rocker arm;a roller mounted at a rear end of the exhaust rocker arm to come in contact with or separate from a cam of a camshaft; anda projection formed at a predetermined position of a circle of the cam,wherein when the eccentric assembly pivots, the rear end of the exhaust rocker arm moves down and the roller comes in close contact with the cam, andwhen the cam is rotated, the projection pushes the exhaust rocker arm up to temporarily open the exhaust valve.2. The device of claim 1 , wherein the eccentric assembly includes:a disc having an aperture in which a fixed shaft is inserted;a lever that extends integrally from the disc and connected to a plunger of the actuator; andan eccentric projective ring integrally formed on an inner side of the disc eccentrically from the rotational center point of the eccentric assembly and circumferentially slidably inserted in the first side of the exhaust rocker arm.3. The device of claim 2 , wherein a circular groove being slidably in contact with an outer side of the eccentric projective ring inserted therein is formed ...

METHOD AND ARRANGEMENT FOR DETERMINING EXHAUST MASS FLOW THROUGH A DIESEL PARTICULATE FILTER, AND FOR CONTROLLING ONE OR MORE ENGINE COMPONENTS AS A FUNCTION OF DETERMINED EXHAUST MASS FLOW

A method is provided for determining exhaust mass flow through a diesel particulate filter (DPF) in an engine arrangement including an engine and an exhaust after treatment system (EATS) comprising the DPF. The method comprises determining soot loading and soot distribution in the DPF, measuring pressure drop over the DPF, measuring pressure in the DPF, measuring temperature in the DPF, and determining exhaust mass flow through the DPF as a function of the measured pressure drop, the measured pressure, the measured temperature, and the soot loading and soot distribution. An arrangement is also provided for determining exhaust mass flow through a diesel particulate filter. A method for controlling one or more engine components, and an engine, are also provided. 1. A method for determining exhaust mass flow through a diesel particulate filter (DPF) in an engine arrangement comprising an engine and an exhaust after treatment system (EATS) comprising the DPF , the method comprising:determining soot loading and soot distribution in the DPF;measuring pressure drop over the DPF;measuring pressure in the DPF;measuring temperature in the DPF; anddetermining exhaust mass flow through the DPF as a function of the measured pressure drop, the measured pressure, the measured temperature, and the soot loading and soot distribution.2. The method as set forth in claim 1 , comprising determining soot loading in the DPF using a radio frequency (RF) sensor.3. The method as set forth in claim 1 , comprising determining soot distribution in the DPF using a radio frequency (RF) sensor.4. A method for controlling an engine in an engine arrangement comprising the engine and an exhaust after treatment system (EATS) comprising a diesel particulate filter (DPF) claim 1 , the method comprising: determining soot loading and soot distribution in the DPF,', 'measuring pressure drop over the DPF,', 'measuring pressure in the DPF,', 'measuring temperature in the DPF, and', 'determining exhaust mass ...

CAMSHAFT PHASER/COMPRESSION BRAKE RELEASE INTEGRATION WITH CONCENTRIC CAMSHAFT

Valve trains employing a splined interface between phaser(s) and a concentric camshaft, actuator at rear of camshaft actuated by an actuation rod, adding a clearance hole to the lobe pin for clearance to the actuation rod, supplying oil to camshaft bearings via the concentric camshaft inner tube, and bolt on front camshaft bearing. The valve trains may further employ a third rocker lever that is usable for a selectable valve event (e.g. compression release brake) while also implementing variable valve timing and a concentric camshaft. 1. A valve train , comprising: an outer tube; and', 'an inner shaft extending within the outer tube;, 'a concentric camshaft including an intake camshaft phaser vane cavity;', 'an intake camshaft phaser vane plate independently rotatable within the intake camshaft phaser vane cavity;', 'an exhaust camshaft phase vane cavity; and', 'an exhaust camshaft phaser vane plate independently rotatable within the exhaust camshaft phaser vane cavity;, 'a phaser includingwherein the intake camshaft phaser vane plate includes splines engaging the outer tube of the concentric camshaft; andwherein the exhaust camshaft phaser vane plate includes splines engaging the inner shaft of the concentric camshaft.2. The valve train of claim 1 ,wherein the exhaust camshaft phaser vane plate includes at least one oil hole; andwherein the concentric camshaft further includes a camshaft bearing structured to provide a path for pressurized lube oil to enter the at least one oil hole.3. The valve train of claim 1 ,wherein the intake camshaft phaser vane plate includes a phaser anti-thrust bore pin;wherein the inner tube of the shaft includes an anti-thrust hole;wherein the phaser anti-thrust bore pin is structured to engage the anti-thrust hole.4. The valve train of claim 1 ,wherein the intake camshaft phaser vane plate includes a discontinuity in the intake splines; andwherein the exhaust camshaft phaser vane plate includes a discontinuity in the exhaust splines.5. ...

SELF-RETRACTING HYDRAULIC ENGINE BRAKE SYSTEM

An exhaust valve rocker arm assembly operable in a combustion engine mode and an engine braking mode includes: a rocker shaft defining a pressurized oil supply conduit; a rocker arm that receives the rocker shaft and rotates around the rocker shaft, the rocker arm having an oil supply passage therein; a valve bridge that engages a first exhaust valve at a first foot and a second exhaust valve at a second foot; and a capsule assembly disposed on the rocker arm having a capsule body that moves between first and second capsule positions, wherein, in the first capsule position, the capsule body is in a retracted position in the rocker arm offset from the valve bridge, wherein, in the second capsule position, the capsule body extends rigidly for cooperative engagement with the valve bridge. 1. An exhaust valve rocker arm assembly operable in a combustion engine mode and an engine braking mode , the exhaust valve rocker arm assembly comprising:a rocker shaft that defines a pressurized oil supply conduit;a rocker arm that receives the rocker shaft and is configured to rotate around the rocker shaft, the rocker arm having an oil supply passage defined therein;a valve bridge that engages a first exhaust valve at a first foot and a second exhaust valve at a second foot;a capsule assembly disposed on the rocker arm having a capsule body that is configured to move between a first capsule position and a second capsule position, wherein, in the first capsule position, the capsule body is in a retracted position in the rocker arm offset from the valve bridge, wherein, in the second capsule position, the capsule body extends rigidly for cooperative engagement with the valve bridge;a pulling spring configured to normally bias the capsule body to the retracted position; anda shift assembly disposed in the capsule assembly and having a shift body configured to move between first and second shift positions, the first shift position corresponding to the capsule body in the first capsule ...

Single Valve Compression Release Bridge Brake

A single valve compression release bridge brake is provided. The single valve compression release bridge brake includes a braking piston () integrated into an inner end of a valve bridge () which is located under a rocker arm () of an engine. The braking piston () is slidably disposed in a braking piston bore () opened downwards from the inner end of the valve bridge (). The lower end of the braking piston () is connected to the inner exhaust valve (). Oil is supplied to the braking piston bore () in the valve bridge (). The inner end of the valve bridge () above the braking piston () is pushed upwards against the rocker arm () by oil pressure, and a hydraulic linkage is formed between the braking piston () and the valve bridge (). A braking cam lobe () actuates the rocker arm (), the inner end of the valve bridge (), the hydraulic linkage, the braking piston (), and finally the inner exhaust valve () for the single valve compression release bridge brake. 1. A single valve compression release bridge brake , comprisinga braking piston integrated into a valve bridge of an engine, the valve bridge being located under one end of a rocker arm of the engine, the other end of the rocker arm having a cam of the engine, the cam comprising at least one braking cam lobe, the valve bridge including an inner end closer to the cam and an outer end farther from the cam, under the inner end of the valve bridge the engine having an inner exhaust valve, and under the outer end of the valve bridge the engine having an outer exhaust valve; anda braking piston bore in the valve bridge, said braking piston being slidably disposed in the braking piston bore, the braking piston bore opening downwards from the inner end of the valve bridge, a lower side of the braking piston being connected to the inner exhaust valve, wherein during engine braking operation, the inner end of the valve bridge above the braking piston being pushed upwards against the rocker arm or a connecting mechanism on ...

CONTROLLER SELECTION OF ENGINE BRAKE ACTIVATION TYPE

Grade of road on which a motor vehicle travels and load imposed on the vehicle's engine are used to select one of two types of activation for an engine brake. 1. A motor vehicle comprising:an internal combustion engine which, when operated by a driver of the vehicle depressing an accelerator pedal, delivers torque through a drivetrain to drive wheels which propel the vehicle along an underlying road surface, and service brakes which, when operated by the driver depressing a brake pedal, brake the vehicle;the engine comprising cylinders within which combustion of fuel reciprocates a respective piston which causes torque to be applied through the drivetrain to the drive wheels to propel the vehicle, but when the engine is not applying torque to the drive wheels as the vehicle travels along an underlying road surface, the vehicle is decelerated by the drive wheels acting through the drivetrain to apply torque to the engine using kinetic energy of the moving vehicle;the engine further comprising an intake system through which air enters the cylinders to support combustion and an exhaust system through which exhaust resulting from combustion leaves the cylinders;an engine brake which, when the drive wheels act through the drivetrain to apply torque to the engine, can be activated to dissipate energy of air which a respective piston has compressed within at least one cylinder during an upstroke by causing the compressed air to be released into the exhaust system rather than to expand during an ensuing downstroke;and a controller for enabling activation of the engine brake to occur in a selected one of multiple activation types which include an activation type in which an algorithm is repeatedly executed to select between service brake latched engine brake activation and latched engine brake activation.2. The motor vehicle as set forth in in which the algorithm's selection between service brake latched engine brake activation and latched engine brake activation is ...

ROCKER ARM ASSEMBLY FOR ENGINE BRAKING

An exhaust valve rocker arm assembly selectively opening first and second exhaust valves. The assembly includes an exhaust rocker arm and a valve bridge operably associated with the rocker arm and including a main body and a lever rotatably coupled to the main body. The main body is configured to engage the first exhaust valve, and the lever is configured to engage the second exhaust valve. 1. An exhaust valve rocker arm assembly selectively opening first and second exhaust valves and comprising:an exhaust rocker arm; anda valve bridge operably associated with the rocker arm and including a main body and a lever rotatably coupled to the main body, the main body configured to engage the first exhaust valve, and the lever configured to engage the second exhaust valve.2. The assembly of claim 1 , wherein the lever is disposed at least partially within the main body.3. The assembly of claim 2 , wherein the lever is disposed between opposed flanges of the main body.4. The assembly of claim 1 , wherein the valve bridge main body is configured to have an interference fit with a valve tip of the first exhaust valve.5. The assembly of claim 4 , further comprising a hydraulic lash adjuster (HLA) assembly coupled between the exhaust rocker arm and the valve bridge claim 4 , wherein the interference fit is configured to transfer relative motion to the HLA assembly and the second exhaust valve.6. The assembly of claim 1 , further comprising a valve shoe rotatably coupled to the lever.7. The assembly of claim 6 , wherein the valve shoe is rotatably coupled to the lever by a valve shoe pin extending through the lever.8. The assembly of claim 7 , wherein the valve shoe is configured to have an interference fit with a valve tip of the second exhaust valve.9. The assembly of claim 8 , further comprising a hydraulic lash adjuster (HLA) assembly coupled between the exhaust rocker arm and the valve bridge claim 8 , wherein the interference fit is configured to transfer relative motion ...

SYSTEM AND METHOD FOR ENGINE BRAKING

Methods and systems for providing engine braking for a two stroke diesel engine are described. In one example, a flow through a mechanically driven supercharger is adjusted to provide engine braking for a two stroke diesel engine when engine braking is requested. The level or amount of engine braking may be adjusted via increasing or decreasing flow through the mechanically driven supercharger. 1. A two stroke diesel engine braking method , comprising:increasing engine braking torque of a two stroke engine without increasing engine pumping work via the mechanically driven supercharger in response to a request for engine braking; andsupplying air to engine cylinders via the mechanically driven supercharger.2. The two stroke diesel engine braking method of claim 1 , further comprising at least partially closing an exhaust valve to decrease work of the mechanically driven supercharger when adjusting a drive ratio of the mechanically driven supercharger is insufficient to reduce engine braking torque to a desired engine braking torque.3. The two stroke diesel engine braking method of claim 2 , where adjusting the position of the exhaust valve includes adjusting a position of the exhaust valve in proportion to a desired engine braking amount.4. The two stroke diesel engine braking method of claim 1 , where engine braking is increased via increasing a drive ratio of the mechanically driven supercharger claim 1 , and further comprising:closing a supercharger bypass valve in response to the request for engine braking.5. The two stroke diesel engine braking method of claim 4 , further comprising increasing a drive ratio of the mechanically driven supercharger in response to the request for engine braking.6. The two stroke diesel engine braking method of claim 5 , further comprising closing an EGR valve in response to the request for engine braking and a temperature of a catalyst being less than a threshold temperature.7. The two stroke diesel engine braking method of claim 6 ...

ENGINE BRAKING FOR A TWO STROKE ENGINE

Methods and systems for providing engine braking for a two stroke diesel engine are described. In one example, a flow through a mechanically driven supercharger is adjusted to provide engine braking for a two stroke diesel engine when engine braking is requested. The level or amount of engine braking may be adjusted via increasing or decreasing flow through the mechanically driven supercharger. 1. A two stroke diesel engine braking method , comprising:completing cycles of all engine cylinders in two revolutions of an engine; andcontinuously adjusting engine braking torque of the engine without increasing engine pumping work of the engine via continuously adjusting a drive ratio of the mechanically driven supercharger in response to a request for engine braking.2. The two stroke diesel engine braking method of claim 1 , where continuously adjusting the drive ratio of the mechanically driven supercharger includes increasing the drive ratio of the mechanically driven supercharger responsive to an increase in desired engine braking claim 1 , and further comprising:at least partially closing an exhaust valve to decrease work of the mechanically driven supercharger when continuously adjusting the drive ratio is insufficient to reduce engine braking torque to a desired engine braking torque.3. The two stroke diesel engine braking method of claim 2 , where continuously adjusting the drive ratio of the mechanically driven supercharger includes decreasing the drive ratio of the mechanically driven supercharger responsive to a decrease in desired engine braking.4. The two stroke diesel engine braking method of claim 1 , further comprising closing a supercharger bypass valve in response to the request for engine braking.5. The two stroke diesel engine braking method of claim 4 , further comprising fully closing vanes of a variable geometry turbocharger.6. The two stroke diesel engine braking method of claim 5 , further comprising closing an EGR valve in response to the request ...

RESPONSE TIME IN LOST MOTION VALVETRAINS

Hydraulic systems in an engine valvetrain having lost motion and/or braking hydraulic circuits are provided with a conditioning circuit that may include a supplemental supply passage, which provides continuous and supplemental supply of hydraulic fluid from a supply source to the braking and lost motion circuits, as well as a venting of the circuits to ambient, such that the hydraulic fluid in these circuits is kept in a refreshed and conditioned state without air contamination. A vented three-way solenoid valve may be utilized. The supplemental supply passage may be provided at various locations in the valvetrain and in the engine head environment. The supplemental supply passage may include flow and pressure control devices to control the flow of the supplemental supply of hydraulic fluid. 1. A system for actuating at least one engine valve in an internal combustion engine comprising:a valvetrain for conveying motion from a motion source to the at least one engine valve, the valvetrain including: a rocker arm mounted on a rocker shaft and a lost motion component;a control valve for controlling the lost motion component, the control valve having an inlet for receiving hydraulic fluid from a hydraulic fluid supply source;the rocker shaft having a lost motion control flow passage for conveying hydraulic fluid between the control valve and the lost motion component;the control valve having an activated mode, wherein the control valve permits an activation flow of hydraulic fluid in the lost motion control flow passage, and a deactivated mode, wherein the control valve prevents the activation flow in the lost motion control flow passage; anda conditioning circuit adapted to provide a supplemental flow of hydraulic fluid in the lost motion control flow passage when the control valve is in the deactivated mode, the conditioning circuit including a vent for venting the supplemental flow from the control flow passage.2. The system of claim 1 , wherein the rocker shaft ...

Compression release type engine brake and operating method for the same

An compression-release engine brake opens an exhaust valve at an end of a compression stroke for performing braking function. The compression-release engine brake includes: an exhaust cam including a main cam lobe and a brake cam lobe, an exhaust rocker arm including a roller mounted on one end of the exhaust rocker arm contacting or not contacting the exhaust cam and rotating around a rocker arm shaft by rotation of the exhaust cam, a valve bridge disposed at the other end of the exhaust rocker arm and connected with a pair of exhaust valves, and a reset module disposed between the exhaust rocker arm and valve bridge, contacting the roller with the brake cam lobe according to being suppled of engine brake oil, and exhausting the engine brake oil after opening the exhaust valve by rotation of the exhaust cam.

INTEGRATED ENGINE BRAKE

An integrated engine brake assembly may include a valve that forces oil circulating through an engine to flow to an exhaust rocker arm when an engine brake lever is operated, a bridge that forms an interval with a pair of first and second exhaust valves installed on a combustion chamber, an internal oil flow path which supplies the oil flowing toward the exhaust rocker arm to the bridge through an internal space of the exhaust rocker arm, and along which the oil is supplied to the bridge and brings the bridge into contact with the pair of first and second exhaust valves under pressure, and a protrusion lifting up the exhaust rocker arm at a compression top dead center so that the pair of first and second exhaust valves are pressed and opened forcibly by the bridge, and the bridge is pressed by seesaw movement of the exhaust rocker arm. 1. An integrated engine brake assembly , comprising:a valve that forces oil circulating through an engine to flow to an exhaust rocker arm when an engine brake lever is operated;a bridge that forms an interval with a pair of first and second exhaust valves installed on a combustion chamber;an internal oil flow path which supplies the oil flowing toward the exhaust rocker arm to the bridge through an internal space of the exhaust rocker arm, and along which the oil is supplied to the bridge and brings the bridge into contact with the pair of first and second exhaust valves under pressure; anda protrusion that lifts up the exhaust rocker arm at a compression top dead center so that the pair of first and second exhaust valves are pressed and opened forcibly by the bridge, and the bridge is pressed by seesaw movement of the exhaust rocker arm.2. The integrated engine brake assembly of claim 1 , wherein the internal oil flow path includes:an oil inlet that is formed in a shaft hole of the exhaust rocker arm and into which the oil that flows toward the exhaust rocker arm flows;an oil flow path that is formed inside the exhaust rocker arm so ...

EXHAUST BREAK FOR HIGH TORQUE VEHICLE AND CONTROL METHOD THEREOF

A control method of the exhaust brake for a high torque vehicle may include an exhaust pressure keeping logic which (a) detects the exhaust pressure within the exhaust pipe which is the exhaust gas discharge path of the engine, (b) divides the detected exhaust pressure size value into exhaust pressure Y1, exhaust pressure Y2, and exhaust pressure Y3, (c) classifies the high pressure air injection quantity into high pressure air injection quantity 1, high pressure air injection quantity 2, and high pressure air injection quantity 3 to meet the exhaust pressure divided into the exhaust pressure size value, (d) injects the classified high pressure air injection quantity into the inner space of the exhaust pipe, and (e) re-calculates the high pressure air injection quantity after the high pressure air injection. 1. A control method of an exhaust brake for a high torque vehicle comprising:performing an exhaust pressure keeping logic with a engine control unit (ECU) during an operation of the exhaust brake when the operation of the exhaust brake is performed by turning on a switch of the exhaust brake;wherein the exhaust pressure keeping logic (a) detects the exhaust pressure value within an exhaust pipe which is an exhaust gas discharge path of the engine, (b) decides a high pressure air injection quantity to meet the detected exhaust pressure value, (c) injects the decided high pressure air injection quantity into an inner space of the exhaust pipe, and (d) re-calculates the high pressure air injection quantity after the high pressure air injection.2. The control method of claim 1 , wherein the detected exhaust pressure value divides a size value of the detected exhaust pressure into exhaust pressure Y1 claim 1 , exhaust pressure Y2 claim 1 , and exhaust pressure Y3; andwherein the decided high pressure air injection quantity classifies a high pressure air injection quantity into high pressure air injection quantity 1, high pressure air injection quantity 2, and high ...

CASTELLATION DEVICE, MECHANICAL CAPSULE, AND ROCKER ARM

A castellation device comprises a shaft surrounded by three castellation members. A first castellation member is rotatably mounted on the shaft and comprises a first end and a second end opposite to the first end. A second castellation member is slidably mounted along the shaft adjacent the first end of the first castellation member. A third castellation member is mounted to the shaft adjacent the second end of the first castellation member. A bias spring is disposed between the second castellation member and the third castellation member and is configured to bias the second castellation member away from the third castellation member. Optionally, an annular shroud can enclose the three castellation members. The first castellation member is rotatable relative to the second and third castellation members between a first position and a second position. 1. A castellation device , comprising:a shaft;a first castellation member rotatably mounted on the shaft and comprising a first end and a second end opposite to the first end;a second castellation member slidably mounted along the shaft adjacent the first end of the first castellation member;a third castellation member mounted to the shaft adjacent the second end of the first castellation member;an annular shroud substantially enclosing the first, second, and third castellation members, the annular shroud configured to interface with an actuator configured to rotate the first castellation member relative to the second and third castellation members between the first position and the second position; anda bias spring disposed between the second castellation member and the third castellation member and configured to bias the second castellation member away from the third castellation member;wherein the first castellation member is rotatable relative to the second and third castellation members between a first position and a second position,wherein the second castellation member is prevented from sliding toward the third ...

ROCKER ARM ASSEMBLY FOR ENGINE BRAKING

An exhaust valve rocker arm assembly operable in a combustion engine mode and an engine braking mode can include a rocker shaft and a rocker arm. The rocker shaft can define a pressurized oil supply conduit. The rocker arm can receive the rocker shaft and is configured to rotate around the rocker shaft. The rocker arm can have an oil supply passage defined therein. A valve bridge can engage a first exhaust valve and a second exhaust valve. A hydraulic lash adjuster assembly can include first and second plunger bodies, the first plunger body can engage the valve bridge. 1: An exhaust valve rocker arm assembly operable in a combustion engine mode and an engine braking mode , the exhaust valve rocker arm assembly comprising:a rocker shaft that defines a pressurized oil supply conduit;a rocker arm, configured to receive the rocker shaft, and configured to rotate around the rocker shaft, the rocker arm including a rocker arm oil supply passage defined therein;a valve bridge configured to engage a first exhaust valve and a second exhaust valve;a hydraulic lash adjuster assembly disposed in the rocker arm and including a first plunger body movable in a first direction between a first position and a second position, wherein in the first position, the first plunger body extends rigidly for cooperative engagement with the valve bridge, the hydraulic lash adjuster assembly including an actuator configured to selectively release pressure in the hydraulic lash adjuster assembly; andan accumulator assembly disposed in the rocker arm and including an accumulator piston that translates in a second direction within an accumulator piston housing between closed and open positions, the accumulator assembly configured to store a predetermined amount of oil when the first plunger body moves toward the first position, the second direction being transverse to the first direction,wherein, in the engine braking mode, pressurized oil is communicated through the pressurized oil supply conduit, ...

ENGINE BRAKING

A system and method for controlling the quantity of compressed air that may enter into an engine cylinder during the intake stroke of a piston during an engine braking event. A control throttle may be positioned to restrict the quantity of compressed air that may enter into the cylinder during the intake stroke. The control throttle may also be positioned downstream of the engine and configured to adjustably restrict the quantity of exhaust gas that may be delivered to a turbine. By restricting the exhaust gas delivered to the turbine, the power generated by the turbine that is used by the compressor to compress intake air may also be reduced. Moreover, by controlling the power available to the compressor, the quantity of compressed intake air may be controlled, which allows for control of the quantity of compressed air that enters into the cylinder during the compression stroke. 1. A system for controlling the quantity of compressed air that may enter into the cylinder of an engine during the intake stroke of a piston during an engine braking event , the system comprising:a control throttle positioned upstream of the cylinder, the control throttle configured to be adjustably positioned to restrict a quantity of compressed air that may enter into the cylinder during the intake stroke of the piston; andan engine control unit configured to control the position of the control throttle so as to control the quantity of compressed air being restricted by the control throttle.2. The system of claim 1 , further including a variable geometry turbocharger claim 1 , the variable geometry turbocharger including a compressor upstream of the control throttle and a turbine downstream of the engine claim 1 , and further including a vane located at approximately the inlet of the turbine claim 1 , the vane being configured to be adjustable so as to reduce the air flow mass of an exhaust gas from the engine that flows into the turbine during the engine braking event.3. The system of ...

VEHICLE CONTROL DEVICE

A control device calculates an estimate of negative intake pressure based on the relationship between the rotation speed of a crankshaft and a throttle opening degree (Step S). Then, the control device sets the estimate PE of the negative intake pressure, which is calculated in Step S to a greater value as combustion efficiency of CNG used in engine operation becomes higher (Step S). When the corrected estimate PE of the negative intake pressure becomes smaller than or equal to a reference value PTh (Step S YES), the control device starts a negative pressure recovery procedure (Step S). 1. A control device for a vehicle having an internal combustion engine operated using a gas fuel and a booster device that boosts brake manipulation force using negative intake pressure at a downstream side of a throttle valve in an intake passage , the control device comprising:a negative pressure estimating section that calculates an estimate of the negative intake pressure based on the relationship between an opening degree of the throttle valve or a depression amount of an accelerator pedal and an engine speed; anda recovery control section that determines, based on the estimate of the negative intake pressure, a timing for starting a negative pressure recovery procedure by which booster pressure of the booster device is increased, whereinthe control device includes a negative pressure correcting section that sets the estimate of the negative intake pressure calculated by the negative pressure estimating section to a greater value as combustion efficiency of the gas fuel used in engine operation becomes higher, andwhen the estimate of the negative intake pressure that has been corrected by the negative pressure correcting section becomes smaller than or equal to a reference value, the recovery control section starts the negative pressure recovery procedure.2. The control device according to claim 1 , comprising a reference vehicle speed determining section that sets the reference ...

COMPRESSION-RELEASE TYPE ENGINE BRAKE

A compression-release engine brake for opening an exhaust valve at an end of a compression stroke for performing braking function includes: an exhaust rocker arm, a valve bridge that is connected to a pair of exhaust valves, and of which a pair of rotation preventers protruded outward are formed the valve bridge, a socket module includes a housing in which a first space where the engine brake oil flows in and a second space where the engine brake oil is exhausted and a reset valve is disposed are formed, and the socket module whose length become longer relatively according to the inflow of the engine brake oil, and a reset guide module selectively pushing the reset valve to exhaust the engine brake oil inside the housing. 1. A compression-release engine brake for opening an exhaust valve at an end of a compression stroke of an engine , the compression-release engine brake comprising:an exhaust rocker arm configured to rotate around a rocker arm shaft by a rotation of an exhaust cam that is configured to selectively contact a roller mounted at a first end of the exhaust rocker arm;a valve bridge disposed on a second end of the exhaust rocker arm and connected to a pair of exhaust valves, the valve bridge configured to include a pair of rotation preventers protruded outward;a socket module disposed between the exhaust rocker arm and the valve bridge, and including a housing configured to form a first space in which an engine brake oil flows in through an inlet, and a second space from which the engine brake oil is exhausted through an outlet;a reset valve partially inserted in the second space of the housing; anda reset guide module mounted on an upper part of a cylinder head and configured to selectively push the reset valve inside of the housing to exhaust the engine brake oil.2. The compression-release engine brake of claim 1 , wherein the pair of rotation preventers of the valve bridge are protruded toward the outside from a central portion of the valve bridge and ...

VARIABLE ENGINE BRAKING FOR THERMAL MANAGEMENT

An internal combustion engine system includes an engine with a plurality of pistons housed in respective ones of a plurality of cylinders, an air intake system to provide air to the plurality of cylinders through respective ones of a plurality of intake valves, an exhaust system to release exhaust gas from the plurality of cylinders through respective one of a plurality of exhaust valves, an aftertreatment system to treat exhaust emission from the engine, and a controller coupled to at least one sensor and configured to control a variable valve actuation mechanism to provide variable engine braking for thermal management. 1. A method , comprising:operating an internal combustion engine system including an internal combustion engine with a plurality of cylinders that receive a charge flow from an intake system, the internal combustion engine system further including an exhaust system for receiving exhaust gas produced by combustion of a fuel provided to at least a portion of the plurality of cylinders from a fuelling system, and at least one of a turbine and an aftertreatment device in the exhaust system; andin response to an engine braking condition associated with the internal combustion engine, varying a braking power at a given speed of the internal combustion engine by modulating a timing of at least one of an exhaust valve opening and an exhaust valve closing of one or more of the plurality of cylinders relative to top dead center of a compression stroke of a piston in the one or more cylinders to increase a thermal output of the engine.2. The method of claim 1 , wherein varying the braking power includes operating a phaser connected to an engine brake cam lobe to advance and retard the exhaust valve opening relative to top dead center of the compression stroke via the engine brake cam lobe.3. The method of claim 2 , wherein the phaser is connected to the engine brake cam lobe with a camshaft.4. The method of claim 1 , further comprising:determining the ...

METHODS AND SYSTEMS FOR ENGINE BRAKING WITH REDUCED NOISE, VIBRATION, AND HARSHNESS

Methods and systems are provided for engine braking in a vehicle. In one example, a method may include, in response to an engine braking request: deactivating fueling to at least one engine cylinder, decreasing an effective flow area of a turbine inlet of a variable geometry turbocharger (VGT), and adjusting an intake valve of the at least one engine cylinder based on a requested braking torque of the engine braking request and the effective flow area of the turbine inlet. In this way, increased exhaust backpressure may be generated to increase engine pumping losses while the intake valve adjustment increases in-cylinder pumping losses, thereby increasing an amount of engine braking torque. 1. A method , comprising:responsive to an engine braking request:deactivating fueling to at least one cylinder of an engine;decreasing an effective flow area of a turbine inlet of a variable geometry turbocharger (VGT); andadjusting an intake valve of the at least one cylinder based on a requested braking torque of the engine braking request and the effective flow area of the turbine inlet, including determining an amount of braking torque generated by decreasing the effective flow area of the turbine inlet, and further closing the intake valve as a difference between the determined amount of braking torque generated by decreasing the effective flow area of the turbine inlet and the requested braking torque of the engine braking request increases.2. The method of claim 1 , wherein adjusting the intake valve of the at least one cylinder based on the requested braking torque of the engine braking request and the effective flow area of the turbine inlet comprises further closing the intake valve of the at least one cylinder as the requested braking torque of the engine braking request increases.3. The method of claim 2 , wherein further closing the intake valve comprises decreasing a hydraulic pressure in a continuously variable valve lift mechanism hydraulically coupled to the ...

ENGINE BRAKING METHOD AND CONTROL SYSTEM VARYING ENGINE BRAKING POWER WITHIN CYLINDER-NUMBER BRAKING MODE

An engine braking system includes engine braking actuators for adjusting exhaust valve timings to engine braking timings in a cylinder-number braking mode. The system further includes an engine braking controller coupled to a control switch that produces a request indicating a requested cylinder-number braking mode. The engine braking controller is structured to transition exhaust valves to the engine braking timings, determine a control term to adjust intake air pressure for varying a braking power of the engine, and to adjust geometry of an exhaust turbine based on the control term. An adjusted speed of a compressor rotated by the exhaust turbine provides a change to intake air pressure that adjusts the braking power of the engine. Different levels of braking power are provided within different cylinder-number braking modes. 1. A method of braking an engine comprising:operating an engine in a cylinder-number braking mode where exhaust valves for at least some combustion cylinders in the engine are operated in an engine braking timing pattern;determining a control term indicative of at least one of an intake air pressure or a change to an intake air pressure that varies a braking power of the engine;commanding varying a position of an exhaust-impinged surface in an exhaust turbine for the engine based on the determined control term;varying a speed of an intake air compressor for the engine driven by the exhaust turbine, based on the commanded varying of a position of the exhaust-impinged surface; andadjusting the braking power of the engine, within the cylinder-number braking mode, based on a change to intake air pressure in the engine occurring in response to the varied speed of the intake air compressor.2. The method of further comprising:receiving an engine braking request requesting the cylinder-number braking mode from among a plurality of available cylinder-number braking modes each braking the engine using a different number of combustion cylinders; ...

ENGINE BRAKE APPARATUS WITH ROCKER ARM INTEGRATED ACTUATOR

An engine brake apparatus may include an exhaust rocker arm having a chamber in which an actuator is slidably inserted, an oil line coupling part which has a central portion extrapolated with an oil line, a communication line communicating with the oil line, a distribution line branched from the communication line and having one portion extending toward a check ball and another portion extending toward a relief valve, a supply line including one portion connected to the check ball and another portion connected to the chamber, and a discharge line including one portion connected to the relief valve and another portion connected to the chamber, wherein the check ball is elastically supported by a check spring in a direction in which the distribution line is closed, and wherein the relief valve is elastically supported by a relief spring in a direction in which the discharge line is opened. 1. An engine brake apparatus , comprising:an exhaust rocker arm, a chamber which is formed at a front side and in which an actuator is slidably inserted;', 'an oil line coupling part which has a central portion extrapolated with an oil line;', 'a communication line which communicates with the oil line;', 'a distribution line which is branched from the communication line and has one portion extending toward a check ball and another portion extending toward a relief valve;', 'a supply line which has one portion connected to the check ball of the distribution line and another portion connected to the chamber; and', 'a discharge line which has one portion connected to the relief valve of the distribution line and another portion connected to the chamber,, 'wherein the exhaust rocker arm includeswherein the check ball is elastically supported by a check spring in a direction in which the distribution line is closed,wherein the relief valve is elastically supported by a relief spring in a direction in which the discharge line is opened, andwherein when a pressure of the distribution line ...

RECIPROCATING-PISTON MACHINE

The invention relates to a reciprocating-piston machine, comprising a valve actuation device for at least one gas exchange valve, at least one valve stroke transmission device, which has at least one valve stroke transmission element, which is arranged between the gas exchange valve and the camshaft and which is mounted for movement between a first Position associated with a closed Position of the gas exchange valve and a second Position associated with an open position of the gas exchange valve, at least one halting device having a halting element mounted for movement between an actuation position and a release position in a machine housing or a housing-fixed component parallel to a guiding surface of the first valve stroke transmission element that the halting element at least shows the displacement motion of the first valve stroke transmission element and releases said displacement motion in the release position. 1. Reciprocating-piston machine comprising a valve actuation device for at least one gas exchange valve , at least one valve stroke transmission device which has at least one first valve stroke transmission element , which is arranged between the gas exchange valve and the camshaft and which is mounted for movement between a first position associated with a closed position of the gas exchange valve and a second position associated with an open position of the gas exchange valve , and at least one retaining device having a retaining element is arranged in such a way that the retaining element is mounted for movement between an actuation position and a release position in a machine housing—in particular a cylinder head—or a housing-fixed component parallel to a guide surface of the first valve stroke transmission element in such a way that , in its actuation position , it at least retards the displacement movement of the first valve stroke transmission element in the direction of the second position and releases it in the release position , wherein the ...

VARIABLE LENGTH PISTON ASSEMBLIES FOR ENGINE VALVE ACTUATION SYSTEMS

Variable-length assemblies, including lost motion assemblies eliminate hydraulic or pneumatic working fluids for operation in internal combustion engine valve trains and may be integrated into valve rocker arm pivots. An example piston and actuating plate are provided with working surfaces that interact when the actuating plate is rotated relative to the piston. The working surfaces include ramped transition portions and may include upper and lower flat portions. A shallow ramp angle prevents counter-rotation of the actuating plate under load. Actuating assemblies include an actuating solenoid includes a plunger that engages and pivots the actuating arm to cause rotation of the actuating plate relative to the piston and changes the state of the lost motion assembly from an “off” state, where motion may be absorbed, to an “on” state where the lost motion assembly is rigid and does not absorb motion. 1. In an internal combustion engine comprising a valve train for actuating one or more engine valves , a variable-length assembly for controlling motion applied to one or more of the engine valves comprising:a housing;a piston disposed within the housing and having a piston working surface defined thereon, the piston working surface including at least one piston working surface ramped portion;an actuating plate cooperatively associated with the piston and having an actuating plate working surface defined thereon, the actuating plate working surface including at least one actuating plate working surface ramped portion for selectively engaging the at least one piston working surface ramped portion;a retaining assembly for retaining at least one of the actuating plate or the piston in the housing;an actuating assembly for rotating one of the piston or the actuating plate relative to the housing wherein rotation of the piston or actuating plate causes the variable-length assembly to change length to take up clearance in the valvetrain.2. The variable-length assembly of claim ...

Engine Braking

A method for enhancing engine brake horsepower. The method includes generating an engine brake horsepower by compressing air in a cylinder of an engine. Additionally, fuel is injected into the compressed air in the cylinder. The injected fuel is combusted in the compressed air in the cylinder prior to the piston reaching the top dead center position in the at least one cylinder. The compressed combustion products are also released before the piston passes the top dead center position. The combustion of the fuel during the engine braking event allows the engine braking to be a throttable event. Further, the quantity of fuel introduced into the cylinder for combustion may be adjusted so that the engine braking horsepower remains relatively consistent despite changes in engine speed. 1. A method for improving engine brake horsepower comprising:introducing a fuel into at least one cylinder of an engine; andcombusting the introduced fuel during a compression stroke of a piston in the cylinder during an engine braking event to enhance the engine brake horsepower.2. The method of claim 1 , further including the step of releasing the accelerator of the vehicle so as prevent the introduction of an additional fuel into the cylinder that is used to power the drivetrain of the vehicle.3. The method of claim 2 , wherein the step of releasing the accelerator further includes stopping the flow of the additional fuel into the at least one cylinder.4. The method of further including the step of determining the quantity of fuel to be introduced into the at least one cylinder.5. The method of claim 4 , wherein the step of determining the quantity of fuel to be introduced includes adjusting the quantity of fuel to be introduced based on a speed of the engine.6. The method of claim 4 , further including opening an exhaust valve before completion of the compression stroke.7. The method of claim 1 , wherein the engine is a two stroke engine.8. The method of claim 1 , wherein the engine is ...

Supercharging for improved engine braking and transient performance

A supercharger device is employed in response to engine braking events and transient events to provide further compression of the intake flow and boost engine braking power and torque response. The supercharger device can be, for example, a clutched supercharger or an electronic compressor connected in the intake system of the internal combustion engine.

VALVETRAIN WITH VARIABLE VALVE ACTUATION

A method of providing a rocker arm set for a valvetrain includes providing a first intake rocker arm, a second intake rocker arm and a first exhaust rocker arm. The first intake rocker arm is configured as a switching rocker arm for a first intake valve on a first cylinder. The second intake rocker arm is for a second intake valve on a second cylinder. The second rocker arm is configured to operate in a normal Otto cycle mode. The first exhaust rocker arm is provided for a first exhaust valve on the second cylinder. The first intake rocker arm operates in one of an LIVC or EIVC mode where the first intake rocker arm is configured to open or close at a different time compared to the second intake valve. The first exhaust rocker arm operates in a cylinder deactivation mode. 146-. (canceled)47. A method of providing a rocker arm set for a valvetrain having a plurality of cylinders , the method comprising:providing a first intake rocker arm for a first intake valve on a first cylinder of the plurality of cylinders;providing a second intake rocker arm configured as a switching rocker arm for a second intake valve on the first cylinder, the second intake rocker arm selectively switchable between (i) a normal mode and (ii) an added motion mode;providing a first exhaust rocker arm configured as a switching rocker arm for a first exhaust valve on a second cylinder of the plurality of cylinders, the first exhaust rocker arm selectively switchable between (i) a normal mode and (ii) an added motion mode; andproviding a second exhaust rocker arm for a second exhaust valve on the second cylinder.48. The method of claim 47 , wherein the first intake rocker arm is a standard rocker arm configured to operate in a normal Otto cycle mode.49. The method of claim 48 , wherein the second exhaust rocker arm is a standard rocker arm configured to operate in a normal Otto cycle mode.50. The method of claim 47 , wherein the added motion mode of the second intake rocker arm is one of a late ...

TYPE II VALVETRAIN AND HYDRAULIC ENGINE BRAKE ARRANGEMENT

A Type II valvetrain and engine brake arrangement includes a hydraulic brake housing mountable to a valve block of the engine. A brake piston is coupled to a brake rod and a brake cam lobe and is movable between an activated position and a non-activated position. A finger follower is disposed relative to the brake housing so that the brake rod engages the finger follower at least when the brake piston is in the activated position. When the brake piston is in a non-activated position, the finger follower is configured to pivot about a pivot as the finger follower follows a valve cam lobe to effect lifting and seating of a cylinder valve of an engine cylinder. When the brake piston is in the activated position, the finger follower, at least in part, pivots from about the pivot and the brake rod engages an end of the finger follower to lift the cylinder valve and release compression from the engine cylinder. 1. A Type II valvetrain and engine brake arrangement comprising:a hydraulic brake housing mountable to a valve block of the engine;a brake piston coupled to a brake rod and a brake cam lobe and movable between an activated position and a non-activated position; anda finger follower disposed relative to the brake housing so that the brake rod engages the finger follower at least when the brake piston is in the activated position;wherein, when the brake piston is in a non-activated position, the finger follower is configured to pivot about a pivot as the finger follower follows a valve cam lobe to effect lifting and seating of a cylinder valve of an engine cylinder; andwherein, when the brake piston is in the activated position, the finger follower, at least in part, pivots from about the pivot and the brake rod engages the finger follower to lift the cylinder valve and release compression from the engine cylinder.2. The arrangement of claim 1 , wherein the hydraulic brake housing defines claim 1 , at least in part claim 1 , a hydraulic circuit and a follower piston ...

SELF-CONTAINED COMPRESSION BRAKE CONTROL MODULE FOR COMPRESSION-RELEASE BRAKE SYSTEM OF AN INTERNAL COMBUSTION ENGINE

A compression-release brake system for operating an exhaust valve of an engine during an engine braking operation. The compression-release brake system comprises a self-contained compression brake control module (CBCM) operatively coupled to the exhaust valve for controlling a lift and a phase angle thereof. The CBCM includes a casing defining an actuator cavity, a actuation piston disposed outside the casing so as to define an actuation piston cavity between the casing and the actuation piston, and a check valve provided between the actuation piston cavity and a compression brake actuator disposed in the actuator cavity. The actuation piston reciprocates relative to the casing. The compression brake actuator includes an actuator element and a biasing spring. The actuator element selectively engages the check valve when deactivated so as to unlock the actuation piston cavity and disengages from the check valve when activated so as to lock the actuation piston cavity. 1. A compression brake control module , in a compression-release brake system for operating at least one exhaust valve of an internal combustion engine during a compression-release engine braking operation , the compression brake control module operatively coupled to at least one exhaust valve for controlling a lift and a phase angle of said at least one exhaust valve , so as to maintain the at least one exhaust valve open during a compression stroke of the engine when the engine performs a compression-release engine braking operation , the compression brake control module comprising:a casing including a single-piece body, adapted for mounting within and fixedly engaging a bore within said engine, said casing including an internal actuator cavity;an actuation piston disposed outside the casing and within said bore so as to define a variable volume hydraulic actuation piston cavity between the casing and the actuation piston and an inner surface of said bore, the actuation piston reciprocating relative ...

ENGINE BRAKE IMPROVEMENT

A system and method for improving the engine braking capacity for a vehicle is disclosed. The system and method include providing a compression release braking system, providing an energy drawing component for increasing power draw on the vehicle engine, and, increasing the engine braking capability by synchronizing operation of the energy drawing component with operation of the compression release braking system. The energy drawing component includes a hydraulic fan, which is part of the cooling system of the vehicle. Increasing the speed of the fan draws energy from the engine, which in turn, increases the braking capability of the engine. 1. A method for increasing engine braking capability of a vehicle engine , the method comprising the steps of:providing a compression release braking system;providing an energy drawing component for increasing power draw on the vehicle engine; and,increasing the engine braking capability by synchronizing operation of the energy drawing component with operation of the compression release braking system.2. The method for increasing engine braking capability of claim 1 , wherein the energy drawing component includes a hydraulic fan.3. The method for increasing engine braking capability of claim 2 , wherein the method further includes controlling the hydraulic fan for regulating the power draw on the engine.4. The method for increasing engine braking capability of claim 3 , wherein the step of controlling the hydraulic fan includes an electronic controller.5. The method for increasing engine braking capability of claim 4 , wherein electronic controller sets a variable speed for the hydraulic fan.6. The method for increasing engine braking capability of claim 5 , wherein the hydraulic fan is set at a maximum speed for increasing a power draw on the engine.7. The method for increasing engine braking capability of claim 5 , wherein the increasing the power draw on the engine increases braking capability of the compression release ...

CONTROL STRATEGY FOR ENGINE-OPERATED COMPRESSOR

An engine controller causes a propulsion engine of a motor vehicle to be fueled in a fueling mode of operation and not to be fueled in a non-fueling mode of operation. A controlled device, such as a clutch or regulator, controls operation of a pneumatic compressor which forces compressed air into a storage tank. The controlled device is controlled according to a strategy which distinguishes between the fueling mode and the non-fueling mode for improving overall vehicle fuel economy. 1. A motor vehicle comprising:a propulsion engine operated by combustion of fuel for propelling the vehicle;an engine controller for causing the propulsion engine to be fueled in a fueling mode of operation and not to be fueled in a non-fueling mode of operation;a pneumatic system including a pneumatic compressor operable by the propulsion engine for compressing a gas, at least one tank into which the compressor compresses gas for storage, and at least one pneumatic load which is operated by compressed gas supplied from the at least one tank;a controlled device for causing the propulsion engine to selectively operate the pneumatic compressor;a pressure data source providing data indicative of pneumatic pressure in the at least one tank;and a device controller operable, in the fueling mode of operation, for controlling the controlled device to cause the propulsion engine to start operating the pneumatic compressor when data provided by the pressure data source discloses that pneumatic pressure in the at least one tank has become less than a first pressure, to cause the propulsion engine to continue operating the pneumatic compressor so long as data provided by the pressure data source discloses that pneumatic pressure in the at least one tank is less than or equal to a second pressure which is greater than the first pressure, and for controlling the controlled device to cause the propulsion engine to discontinue operating the pneumatic compressor when data provided by the pressure data ...

Turbocharger operation to increase brake effectiveness

In response to activation of a compression release brake when a motor vehicle having a turbocharged internal combustion engine is operating at some elevation above sea level and a turbocharger compressor is operating in a region of an operating map which is creating boost air in an engine intake manifold which would cause the compression release brake to decelerate the vehicle more slowly at that elevation than it would at sea level for the same operating conditions of the vehicle and engine other than altitude, the compression release brake decelerates the vehicle less slowly by operating a valve mechanism to reduce flow through a charge air cooler and increase flow through a charge air cooler by-pass.

Exhaust cam non connection engine brake, vehicle having the same as auxiliary brake, and method for controlling the same

An exhaust cam non connection engine brake includes a housing body having a high pressure storing chamber which converts a low pressure oil to a high pressure oil and stores therein in order to allow the high pressure oil to flow toward an exhaust rocker arm so that the exhaust rocker arm presses an exhaust valve by the high pressure oil when an engine brake signal is applied.

Compression-release engine brake system for lost motion rocker arm assembly and method of operation thereof

A compression-release brake system comprises an exhaust rocker arm, an actuation piston slidable in a piston bore in the exhaust rocker arm so as to press an exhaust valve, a supply conduit formed within the exhaust rocker arm, and an exhaust valve reset device mounted to the exhaust rocker arm. The actuation piston defines an actuation piston cavity within the actuation piston bore between the piston bore and the actuation piston. The exhaust valve reset device includes a reset check valve disposed between the supply conduit and the actuation piston cavity to hydraulically lock the actuation piston cavity by closing the reset check valve when a pressure of the hydraulic fluid within the actuation piston cavity exceeds the pressure of the hydraulic fluid in the supply conduit. The reset check valve is biased closed by the pressure of the hydraulic fluid within the actuation piston cavity during the brake-on mode.

SYSTEMS AND METHODS FOR FUEL POST INJECTION TIMING

Methods and systems are provided for fuel post injection for diesel particulate filter (DPF) regeneration. In one example, a method may include, responsive to a request for generating exotherms in an exhaust system of an engine while combustion is discontinued in at least one cylinder of the engine, injecting fuel into a cylinder within a threshold crank angle range around top dead center (TDC) of a compression stroke of the cylinder and also within the threshold crank angle range around top dead center of an exhaust stroke of the cylinder, the threshold crank angle range extending from no more than 40 crank angle degrees before TDC to no more than 40 crank angle degrees after TDC. In this way, fuel post injections may be injected +/−40 crank angle degrees after TDC of the compression and exhaust strokes to increase exhaust temperature while avoiding wall wetting and oil-in-fuel dilution. 1. A method , comprising:responsive to a request for generating exotherms in an exhaust system of an engine while combustion is discontinued in at least one cylinder of the engine, injecting fuel into a cylinder within a threshold crank angle range around top dead center of a compression stroke of the cylinder and also within the threshold crank angle range around top dead center of an exhaust stroke of the cylinder, the threshold crank angle range extending from no more than 40 crank angle degrees before top dead center to no more than 40 crank angle degrees after top dead center.2. The method of claim 1 , further comprising:adjusting an air flow through the engine responsive to the request for generating the exotherms in the exhaust system of the engine.3. The method of claim 2 , wherein injecting fuel into the cylinder within the threshold crank angle range around top dead center of the compression stroke of the cylinder and also within the threshold crank angle range around top dead center of the exhaust stroke of the cylinder comprises:determining an amount of fuel to inject ...

ROCKER ARM HAVING OIL RELEASE VALVE THAT OPERATES AS AN ACCUMULATOR

An exhaust valve rocker arm assembly operable in a combustion engine mode and an engine braking mode can include a rocker shaft and a rocker arm. The rocker shaft can define a pressurized oil supply conduit. The rocker arm can receive the rocker shaft and is configured to rotate around the rocker shaft. The rocker arm can have an oil supply passage defined therein. A valve bridge can engage a first exhaust valve and a second exhaust valve. An accumulator assembly can be disposed in the rocker arm and includes an accumulator piston that translates within the accumulator piston housing between closed and open positions. A predetermined amount of oil is stored in the accumulator assembly. 1. An exhaust valve rocker arm assembly operable in a combustion engine mode and an engine braking mode , the exhaust valve rocker arm assembly comprising:a rocker shaft that defines a pressurized oil supply conduit;a rocker arm that receives the rocker shaft and is configured to rotate around the rocker shaft, the rocker arm having an oil supply passage and an accumulator piston housing defined therein;a valve bridge that engages a first exhaust valve and a second exhaust valve;a hydraulic lash adjuster assembly disposed on the rocker arm having a first plunger body movable between a first position and a second position, wherein in the first position, the first plunger body extends rigidly for cooperative engagement with the valve bridge;a check valve disposed on the rocker arm and having an actuator that selectively releases pressure in the hydraulic lash adjuster; andan accumulator assembly disposed in the rocker arm and including an accumulator piston that translates within the accumulator piston housing between closed and open positions, the accumulator assembly configured to store a predetermined amount of oil when the first plunger body moves toward the first position, wherein the accumulator assembly further comprises:an accumulator spring that biases the accumulator piston ...

ROCKER ARM FOR AN INTERNAL COMBUSTION ENGINE

The present invention relates to a rocker arm () for an internal combustion engine (). The rocker arm () comprises a cavity () with a cavity wall () at least partially accommodating a lash adjustment piston () for hydraulic lash adjustment. The rocker arm () further comprises a lash stop surface (). At least a portion of the lash adjustment piston () is adapted to abut the lash stop surface () during at least one operating condition of the rocker arm (). The cavity () comprises a lash adjustment chamber () at least partially delimited by the lash adjustment piston (). The rocker arm () further comprising a control fluid conduit () and a valve assembly () located between the lash adjustment chamber () and the control fluid conduit (), as seen in an intended direction of flow from the control fluid conduit () to the lash adjustment chamber (). 116121641424416464446164150441652545052525054. A rocker arm () for an internal combustion engine () , said rocker arm () comprising a cavity () with a cavity wall () at least partially accommodating a lash adjustment piston () for hydraulic lash adjustment , said rocker arm () further comprising a lash stop surface () , at least a portion of said lash adjustment piston () being adapted to abut said lash stop surface () during at least one operating condition of said rocker arm () , said cavity () comprising a lash adjustment chamber () at least partially delimited by said lash adjustment piston () , said rocker arm () further comprising a control fluid conduit () and a valve assembly () located between said lash adjustment chamber () and said control fluid conduit () , as seen in an intended direction of flow from said control fluid conduit () to said lash adjustment chamber () , said valve assembly () being such that:{'sub': 1', '1, 'b': 52', '44', '42', '46, 'for a first fluid pressure range (ΔP) wherein a fluid pressure in said control fluid conduit () is equal to or lower than a first predetermined threshold pressure level ( ...

ENGINE BRAKE LASH ADJUSTER DEVICE AND METHOD

A compression brake device and method are provided that include a lash member coupled to a rocker arm. The lash member has a first position that forces opening of the valve when the rocker arm is at the lower position. The brake also includes a lost motion cylinder at least partially defined within the rocker arm. The cylinder is biased towards a position of greatest internal displacement volume. The lost motion cylinder has a first operational mode wherein the lost motion cylinder permits compression thereof such that the ability of the rocker arm to open an exhaust valve is a function of the position of the lash member. The lost motion cylinder has a second operational mode wherein the lost motion cylinder retards compression thereof such that the ability of the rocker arm to open an exhaust valve is independent of the position of the lash member. 1. A compression brake including:a rocker arm pivotable about a rocker arm shaft to selectively force an exhaust valve to an open condition, the rocker arm having a lower position, an upper position, and a plurality of positions intermediate the lower and upper positions;a lash member coupled to the rocker arm, the lash member being configurable to define a plurality of positions relative to the rocker arm, the lash member having a first position that forces opening of the valve when the rocker arm is at the lower position, anda lost motion cylinder at least partially defined within the rocker arm, the cylinder biased towards a position of greatest internal displacement volume, the lost motion cylinder having a first operational mode wherein the lost motion cylinder permits compression thereof such that the ability of the rocker arm to open an exhaust valve is a function of the position of the lash member, the lost motion cylinder having a second operational mode wherein the lost motion cylinder retards compression thereof such that the ability of the rocker arm to open an exhaust valve is independent of the position of ...

Engine Brake Device for an Internal Combustion Engine

An engine brake device is disclosed. The engine brake device includes at least one intake camshaft which includes at least one intake cam group having at least one firing cam and at least one braking cam, at least one intake cam follower that is assigned to the firing cam and is provided for actuating at least one intake valve in a firing mode, at least one braking intake cam follower that is assigned to the braking cam and is provided for actuating the at least one intake valve in a braking mode, and a switchover device that is assigned to the intake camshaft and is provided for the purpose of translating a torque of the intake camshaft into a force for switching between the firing mode and the braking mode. 110.-. (canceled)11. An engine brake device , comprising:an intake camshaft which includes an intake cam group having a firing cam and a braking cam;an intake cam follower that is assigned to the firing cam and actuates an intake valve in a firing mode;a braking intake cam follower that is assigned to the braking cam and actuates the intake valve in a braking mode;a switchover device that is assigned to the intake camshaft and translates a torque of the intake camshaft into a force for switching between the firing mode and the braking mode; anda first rocker arm associated with the intake cam follower and a second braking rocker arm associated with the braking intake cam follower which are both pivotable about a respective rocker arm axis for actuating the intake valve;wherein the switchover device includes a rocker arm mounting that defines the respective rocker arm axes and has a first end position assigned to the firing mode and a second braking end position assigned to the braking mode and wherein the rocker arm mounting is switchable between the first end position and the second braking end position by way of the torque of the intake camshaft.12. The engine brake device according to claim 11 , wherein the switchover device includes a gate element that is ...

Continuous variable valve duration apparatus and control method using the same

A control method using a continuous variable duration apparatus provided to adjust opening duration of an intake valve of an engine may include: setting a desired deceleration speed when a vehicle starts decelerating, determining a pumping loss by the engine that is required for the desired deceleration speed, setting desired duration for the required pumping loss by the engine, and controlling duration of the intake valve on the basis of the set desired duration.

VARIABLE VALVE ACTUATION SYSTEM FOR TYPE II VALVERAIN USING LOST MOTION AND RESET

A rocker arm assembly for a Type II valvetrain arranged for cooperation with a cylinder head includes a roller finger follower (RFF) and a lost motion with reset (LMR) hydraulic assembly. The RFF has a first end and a second end. The first end cooperates with a valve. The LMR hydraulic assembly has a hydraulic control element and a plunger. The LMR hydraulic assembly moves the plunger between a rigid position and a non-rigid position. The LMR hydraulic assembly is configured at the second end of the RFF. 1. A rocker arm assembly for a Type II valvetrain arranged for cooperation with a cylinder head , the rocker arm assembly comprising:a roller finger follower (RFF) having a first end and a second end, the first end cooperating with a valve; anda lost motion with reset (LMR) hydraulic assembly having a hydraulic control element and a plunger, the LMR hydraulic assembly moving the plunger between a rigid position and a non-rigid position, the LMR hydraulic assembly configured at the second end of the RFF.2. The rocker arm assembly of claim 1 , further comprising an accumulator claim 1 , wherein the hydraulic control element selectively passes oil to the accumulator.3. The rocker arm assembly of wherein the hydraulic control element further includes a spool valve that connects oil volume to a vented dump.4. The rocker arm assembly of claim 3 , further comprising a reset pin that contacts the RFF and controls the spool valve to connect oil volume to the vented dump.5. The rocker arm assembly of wherein a biasing member biases the RFF toward a cam.6. The rocker arm assembly of claim 1 , further comprising a roller bearing positioned generally intermediate the first end of the RFF and the second end of the RFF.7. The rocker arm assembly of claim 1 , further comprising a hydraulic lash adjuster (HLA) positioned at the first end to accommodate lash between the RFF and a valve.8. The rocker arm assembly of wherein the rocker arm assembly provides variable valve assembly ...

ROCKER ARM ASSEMBLY FOR ENGINE BRAKING

An exhaust valve rocker arm assembly operable in a combustion engine mode and an engine braking mode includes: a rocker shaft that defines a pressurized oil supply conduit; a rocker arm for receiving the rocker shaft and to rotate around the rocker shaft, the rocker arm including an oil supply passage defined therein; a valve bridge for engaging a first exhaust valve and a second exhaust valve; a first plunger body movable between a first position and a second position, and that in the first position extends rigidly for cooperative engagement with the valve bridge; a check valve disposed on the rocker arm and including an actuator for selectively releasing pressure acting on the first plunger body, the actuator including a needle including a longitudinal disk portion and a disk portion; and an oil discharge circuit for to selectively depressurizing oil under the disk portion of the actuator. 1: An exhaust valve rocker arm assembly operable in a combustion engine mode and an engine braking mode , the exhaust valve rocker arm assembly comprising:a rocker shaft that defines a pressurized oil supply conduit;a rocker arm configured to receive the rocker shaft and configured to rotate around the rocker shaft, the rocker arm including an oil supply passage defined therein;a valve bridge configured to engage a first exhaust valve and a second exhaust valve;a first plunger body movable between a first position and a second position, wherein, in the first position, the first plunger body extends rigidly for cooperative engagement with the valve bridge;a check valve disposed on the rocker arm and including an actuator configured to selectively release pressure acting on the first plunger body, the actuator including a needle including a longitudinal disk portion and a disk portion; andan oil discharge circuit configured to selectively depressurize oil under the disk portion of the actuator,wherein, in the engine braking mode, the rocker arm is configured to rotate to (i) a ...

COMBINED ENGINE BRAKING AND POSITIVE POWER ENGINE LOST MOTION VALVE ACTUATION SYSTEM

A system for actuating one or more engine valves for positive power operation and engine braking operation is disclosed. In a preferred embodiment, an exhaust valve bridge and intake valve bridge each receive valve actuations from two sets of rocker arms. Each valve bridge includes a sliding pin for actuating a single engine valve and an outer plunger disposed in the center of the valve bridge to actuate two engine valves through the bridge. The outer plunger of each valve bridge may be selectively locked to its valve bridge to provide positive power valve actuation. During engine braking, application of hydraulic pressure to the outer plungers may cause the respective valve bridges and outer plungers to unlock so that all engine braking valve actuations are provided from a rocker arm acting on one engine valve through the sliding pin. 1. A valve bridge for use in an internal combustion engine comprising a plurality of cylinders , the valve bridge comprising:a valve bridge body configured to extend between two valves for a cylinder of the plurality of cylinders, the valve bridge body having a central opening extending through a thickness of the valve bridge body at a location between the two valves; anda first lost motion assembly disposed within the central opening,wherein the valve bridge body further comprises a slide opening having a sliding pin disposed therein, the side opening and sliding pin configured to align with a first valve of the two valves,wherein engine braking events are imparted to the first valve of the two valves via the sliding pin and a second lost motion assembly.2. The valve bridge of claim 1 , wherein the engine braking events imparted to the first valve of the two valves via second lost motion assembly comprise at least two compression release events for every four engine strokes.3. The valve bridge of claim 1 , wherein the second lost motion assembly comprise a hydraulic lost motion assembly.4. The valve bridge of claim 1 , wherein the ...

Valve train assembly

A valve train assembly includes at least a number of exhaust valves; at least one camshaft with at least a pair of a primary lift cam and an engine brake lift cam. A number of rocker arms each include a cam follower for following one of the primary lift cam and the engine brake lift cam. One rocker arm includes a cam follower following an engine brake lift cam. The rocker arm is provided with an engine brake capsule. Various biasing assemblies are disclosed that cooperate with one of the rocker arms of which the cam follower follows an engine brake lift cam to accommodate mechanical lash.

Combined Engine Braking Method and Turbocharging Control Device

The invention provides a combined engine braking method and a turbocharging control device, including an air injection mechanism, through which air is injected into an engine (including into an exhaust flow passage downstream of an exhaust manifold of the engine, onto a guide gate provided in the exhaust flow passage, turbine blades of a turbocharger or an impeller of a compressor of the turbocharger), the operation of the turbocharger is controlled, and the airflow and the pressure of the engine are regulated. By the combined use of the turbocharging control device of the present invention and an engine braking device, a high-performance combined engine braking method is realized. The system of the present invention is compact in structure, of a small volume and can be arranged on the upstream of the turbine or on the turbocharger to make full use of the turbocharger, thereby reducing turbo lag, increasing exhaust gas circulation, reducing engine exhaust emission and increasing engine braking power. 1. A combined engine braking method for an engine with a turbocharger , characterized in that the engine comprises an engine brake which opens an exhaust valve on an engine cylinder and releases gas compressed in the engine cylinder during a compression stroke of the engine into an exhaust manifold; an air injection mechanism is provided for altering an exhaust gas flow of the engine , controlling the operation of the turbocharger , and regulating an intake pressure and an exhaust pressure of the engine; the combined engine braking method comprises the steps of:a) determining whether engine braking is necessary when the engine runs at a certain speed;b) determining whether conditions required for engine braking are satisfied if engine braking is necessary;c) determining whether the air injection mechanism needs to be started if the conditions required for engine braking are satisfied;d) directly starting the engine brake if the air injection mechanism does not need to ...

ENGINE BRAKING VIA ADVANCING THE EXHAUST VALVE

One variation may include a product including: an engine having at least one cylinder, the cylinder having at least one blowdown exhaust valve, at least one scavenging exhaust valve, and at least one intake valve, the engine further having a first actuator connected to the at least one blowdown exhaust valve and a second actuator connected to the scavenging exhaust valve and controller connected to one of the first or second actuator and adapted and configured to advance the timing of one of the blowdown or scavenging exhaust valves when the controller receives a braking signal. 1. A product comprising:an engine having at least one cylinder, the cylinder having at least one blowdown exhaust valve, at least one scavenging exhaust valve, and at least one intake valve, the engine further having a first actuator connected to the at least one blowdown exhaust valve and a second actuator connected to the scavenging exhaust valve anda controller connected to one of the first or second actuator and adapted and configured to advance the timing of one of the blowdown or scavenging exhaust valves when the controller receives a braking signal.2. A product as set forth in wherein one of the first or second actuators is a variable camshaft phaser.3. A product as set forth in wherein the first actuator comprises a first camshaft and a first rocker arm and wherein the second actuator comprises a second camshaft and rocker arm.4. A product as set forth in wherein the intake valve is connected to one of the first or second actuators.5. A product as set forth in wherein the intake valve is connected to a third camshaft and rocker arm.6. A product as set forth in wherein one of the first or second actuators is a solenoid.7. A product as set forth in wherein both the first and second actuators are variable camshaft phasers.8. A product for providing engine braking of an engine having at least one cylinder claim 1 , the at least one cylinder having at least one exhaust valve connected to ...

APPARATUS FOR RESETTING AN ENGINE BRAKE USING DECOMPRESSING

An apparatus for resetting an engine brake to be able to exhibit a braking force by opening an exhaust valve at the close of a compression stroke of an engine to prevent combustion includes a housing configured to introduced with pressurized oil from the engine brake and to discharge the oil to the outside depending on an operation of a rocker arm of the engine brake, a check plate configured to be elastically supported within an inside of the housing to control oil introduced into the housing, a piston configured to be accommodated in the check plate and slid when the inside of the housing is filled with oil to discharge the oil, and a reset pin configured to be elevatably installed at one side of the housing to form a passage through which the oil is discharged from the housing to the outside. 1. An apparatus for resetting an engine brake to be able to exhibit a braking force by opening an exhaust valve at the close of a compression stroke of an engine to prevent combustion , comprising:a housing configured to be introduced with pressurized oil from the engine brake and to discharge the oil to the outside depending on an operation of a rocker arm of the engine brake;a check plate configured to be elastically supported within an inside of the housing to control oil introduced into the housing;a piston configured to be accommodated in the check plate and slide when the inside of the housing is filled with oil to discharge the oil; anda reset pin configured to be elevatably installed at one side of the housing to form a passage through which the oil is discharged from the housing to the outside,wherein when a pressure of the engine brake is increased, the oil is introduced into the housing and one end of the rocker arm operates the reset pin to discharge the oil so as to reset the oil pressure.2. The apparatus of claim 1 , wherein the housing is divided into a space in which the piston is installed and a space in which the reset pin is installed claim 1 ,the space in ...

SWITCHING ROCKER ARM FOR INTERNAL EXHAUST GAS RECIRCULATION

A switching rocker arm constructed in accordance to one example of the present disclosure includes an outer arm, an inner arm, a latch, an inner roller and a first torsion spring. The outer arm has a pair of outer arm portions and a connecting arm extending therebetween. The connecting arm includes an outwardly extending tab. The inner arm is pivotally secured to the outer arm and has an outwardly extending protrusion. The latch is configured to selectively extend to engage the outwardly extending tab. The inner roller and bearing is configured on the inner arm. The first torsion spring is disposed between the outer arm and the inner arm. A first end is engaged to the connecting arm and is restrained from outward movement by the outer arm and restrained from inward movement by the outwardly extending tab. A second end is restrained by the outwardly extending protrusion. 1. A switching rocker arm comprising:an outer arm having a pair of outer arm portions and a connecting arm extending therebetween;an inner arm pivotally secured to the outer arm and having an outwardly extending protrusion;a latch slidably connected to the inner arm and configured to selectively extend to engage the outer arm;an inner roller and bearing configured on the inner arm;a pair of outer rollers mounted on the outer arm; anda first torsion spring disposed between the outer arm and the inner arm, the first torsion spring having a first end and a second end, wherein the first end is engaged to the connecting arm and is restrained from outward movement by an outer arm portion, and the second end is restrained by the outwardly extending protrusion.2. The switching rocker arm of wherein the first torsion spring includes an inner diameter that is received by a first post extending from the inner arm.3. The switching rocker arm of claim 2 , further comprising a second torsion spring disposed between the outer arm and the inner arm claim 2 , the second torsion spring having a first end and a second ...

COMBINED ENGINE BRAKING AND POSITIVE POWER ENGINE LOST MOTION VALVE ACTUATION SYSTEM

A system for actuating one or more engine valves for positive power operation and engine braking operation is disclosed. In a preferred embodiment, an exhaust valve bridge and intake valve bridge each receive valve actuations from two sets of rocker arms. Each valve bridge includes a sliding pin for actuating a single engine valve and an outer plunger disposed in the center of the valve bridge to actuate two engine valves through the bridge. The outer plunger of each valve bridge may be selectively locked to its valve bridge to provide positive power valve actuation. During engine braking, application of hydraulic pressure to the outer plungers may cause the respective valve bridges and outer plungers to unlock so that all engine braking valve actuations are provided from a rocker arm acting on one engine valve through the sliding pin. 1. A method for controlling operation of an internal combustion engine comprising a plurality of cylinders , the method comprising:determining that engine braking operation has been initiated;responsive to initiation of engine braking operation, disabling main valve events for a cylinder of the plurality of cylinders; andresponsive to initiation of engine braking operation, enabling engine braking valve events for the cylinder,wherein the engine braking valve events implement two-stroke engine braking2. The method of claim 1 , wherein disabling the main valve events further comprises:disabling main intake valve events for the cylinder; andsubsequent to disabling the main intake valve events, disabling main exhaust valve events for the cylinder.3. The method of claim 2 , wherein disabling the main intake valve events further comprises supplying hydraulic fluid to a main intake rocker arm operatively connected to at least one intake valve.4. The method of claim 3 , wherein supplying the hydraulic fluid to the main intake rocker arm further comprises supplying the hydraulic fluid to a lost motion assembly operatively connected to the ...

Method for controlling an engine braking device and engine braking device

The invention relates to a method for controlling an engine braking device for a combustion engine in motor vehicles, in particular in commercial vehicles, which has an intake system, an exhaust system, gas exchange valves associated with the combustion engine, a fuel injection device, which injects fuel into at least one combustion chamber, an exhaust turbocharger integrated into the exhaust system and the intake system, and an engine braking unit, wherein the engine braking unit has a decompression brake, which influences at least one outlet valve of the gas exchange valves, and a brake flap, which is arranged in the exhaust system and causes the exhaust gas to build up. According to the invention, as engine braking starts or during engine braking, fuel is injected into at least one combustion chamber of the combustion engine for a predefined period of time. 1. A method for controlling an engine braking device for a combustion engine in a motor vehicle , the engine braking device comprising an intake system , an exhaust system , gas exchange valves , a fuel injection device that injects fuel into at least one combustion chamber , an exhaust turbocharger integrated into the exhaust system and the intake system , and an engine braking unit , wherein the engine braking unit has a decompression brake , which influences at least one outlet valve of the gas exchange valves , and a brake flap , which is arranged in the exhaust system and causes the exhaust gas to build up , the method comprising the steps of:initiating engine braking using the engine braking unit; andas the engine braking starts or during the engine braking, injecting fuel into at least one combustion chamber of the combustion engine for a predefined period of time.2. The method according to claim 1 , wherein the vehicle is a commercial vehicle.3. The method according to claim 1 , wherein the step of injecting fuel is controlled in accordance with a boost pressure prevailing in the intake system ...

Method for controlling an engine braking device and engine braking device

The invention relates to a method for controlling an engine braking device for a combustion engine in motor vehicles, wherein the engine braking device has an intake system, an exhaust system, gas exchange valves associated with the combustion engine, exhaust turbo-charging by at least one exhaust turbocharger integrated into the exhaust system and the intake system, and an engine braking unit, wherein the engine braking unit has a decompression brake, which influences at least one outlet valve of the gas exchange valves and is dependent on the exhaust gas backpressure, and a brake flap, which is arranged in the exhaust system. To achieve a precisely controllable engine braking power in the engine braking mode, the demanded braking torque is controlled in accordance with the boost pressure of the exhaust turbocharger and with the exhaust gas backpressure upstream of the brake flap, which is arranged directly upstream of an exhaust turbine of the exhaust turbocharger. A suitable engine braking device is furthermore proposed. 1. A method for controlling an engine braking device for a combustion engine in a motor vehicle , the engine braking device having an intake system , an exhaust system , gas exchange valves associated with the combustion engine , an exhaust turbocharger integrated into the exhaust system and the intake system , and an engine braking unit , wherein the engine braking unit has a decompression brake , which influences at least one outlet valve of the gas exchange valves and is at least one of gas-controlled and dependent on the exhaust gas backpressure , and a brake flap , which is arranged in the exhaust system upstream of an exhaust turbine of the exhaust turbocharger and causes the exhaust gas to build up , the method comprising the steps of:entering an engine braking mode; andcontrolling a demanded braking torque in the engine braking mode in accordance with a boost pressure of the exhaust turbocharger and with the exhaust gas backpressure ...

Engine Braking Device For A Combustion Engine And Method For Operating An Engine Braking Device

The invention relates to an engine braking device for a combustion engine in motor vehicles, which has an intake system, an exhaust system, gas exchange valves associated with the combustion engine, an exhaust turbocharger integrated into the exhaust system and the intake system, and an engine braking unit, wherein the engine braking unit has a decompression brake, which influences at least one outlet valve of the gas exchange valves, and a brake flap, which is arranged in the exhaust system and causes the exhaust gas to build up. The brake flap is arranged upstream of and outside, preferably directly upstream of and outside, a turbine housing of an exhaust turbine of the exhaust turbocharger and is designed as a flow guiding flap which influences the admission of a gas flow to the exhaust turbine. The invention also relates to a method for operating an engine braking device. 1. An engine braking device for a combustion engine in a motor vehicle , comprising:an intake system, an exhaust system, gas exchange valves associated with the combustion engine, an exhaust turbocharger integrated into the exhaust system and the intake system, and an engine braking unit, wherein the engine braking unit has a decompression brake, which influences at least one outlet valve of the gas exchange valves, and a brake flap, which is arranged in the exhaust system and causes exhaust gas to build up, the brake flap being arranged upstream of and outside a turbine housing of an exhaust turbine of the exhaust turbocharger and designed as a flow guiding flap which influences the admission of a gas flow to the exhaust turbine.2. The engine braking device according to claim 1 , wherein the vehicle is a commercial vehicle.3. The engine braking device according to claim 1 , wherein the brake flap is arranged directly upstream of and outside the turbine housing of the exhaust turbine.4. The engine braking device according to claim 1 , wherein the exhaust turbine is coupled fluidically to an ...

Auxiliary Valve Motions Employing Disablement of Main Valve Events and/or Coupling of Adjacent Rocker Arms

In controlling valve motions of an internal combustion engine, after determining that engine braking operation has been initiated, a deactivation mechanism disposed within a main valve train is activated thereby disabling conveyance of main valve events from a main valve motion source to a valve via the main valve train. Engine braking valve events are enabled for the valve, which may include two-stroke engine braking. Coupling mechanisms, including one-way coupling mechanisms, between adjacent rocker arms may be used in this manner.

CYLINDER DEACTIVATION AND ENGINE BRAKE MECHANISM FOR TYPE III CENTER PIVOT VALVETRAINS

A rocker assembly for a type III center pivot valvetrain comprises a rocker arm comprising a cam end, a center pivot bore, and a valve end. The valve end comprises a first actuator bore and a second actuator bore. A cylinder deactivation actuator is in the first actuator bore. An engine brake actuator is in the second actuator bore. The rocker assembly can be part of a valve assembly and can impart an engine braking function, a cylinder deactivation function, and a main lift function to first and second valves. It is also possible to impart an early exhaust valve opening, a main lift function, and a late exhaust valve closing to the engine braking valve. 1. A rocker assembly for a type III center pivot valvetrain , comprising:a rocker arm comprising a cam end, a center pivot bore, and a valve end, the valve end comprising a first actuator bore and a second actuator bore;a cylinder deactivation actuator in the first actuator bore; andan engine brake actuator in the second actuator bore.2. The rocker assembly of claim 1 , further comprising a first hydraulic port connected from the center pivot bore to the first actuator bore and a second hydraulic port connected from the center pivot bore to the second actuator bore.3. The rocker assembly of claim 2 , wherein the cylinder deactivation actuator comprises a hydraulically actuated latch assembly configured to selectively switch between latched and unlatched.4. The rocker assembly of claim 3 , wherein the cylinder deactivation actuator comprises a mechanical lash-setting sleeve.5. The rocker assembly of claim 4 , further comprising a spring biasing a plunger in a direction out of the mechanical lash-setting sleeve claim 4 , and the hydraulically actuated latch assembly is seated in the plunger.6. The rocker assembly of claim 4 , wherein the first actuator bore comprises a travel stop claim 4 , wherein the mechanical lash-setting sleeve is distanced from the travel stop claim 4 , and wherein the hydraulically actuated ...

COMPACT ENGINE BRAKE WITH PRESSURE-CONTROL RESET

A compression-release engine brake system operating an exhaust valve of an engine during a compression-release engine braking operation. The compression-release brake system comprises an exhaust rocker arm and a brake reset device disposed in a reset bore formed in the exhaust rocker arm. The brake reset device comprises a reset check valve, a slider-piston slidably disposed in the reset bore and an external slider bias spring biasing the piston foot away from the brake reset device. The external slider bias spring is disposed outside the reset bore and around the piston-slider. The brake reset device permits pressurized hydraulic fluid to flow from a supply conduit to a reset conduit to supply a brake actuation piston when the reset check valve is open. The actuation piston extends and engages the exhaust valve toward the end of a compression stroke of the internal combustion engine, and the brake reset device resets. 1. A compression-release engine brake system for effectuating a compression-release engine braking operation in connection with an internal combustion engine comprising at least one exhaust valve and at least one exhaust valve spring exerting a closing force on the at least one exhaust valve to urge the at least one exhaust valve into a closed position , the engine being a four stroke piston cycle comprising an intake stroke , a compression stroke , an expansion stroke and an exhaust stroke , the compression-release system comprising a lost motion exhaust rocker assembly comprising:an exhaust rocker arm;an actuation device including an actuation piston slidably disposed in an actuation bore formed in the exhaust rocker arm and movable between retracted and extended positions, the actuation device operatively associated with the at least one exhaust valve to unseat the at least one exhaust valve from the closed position; anda reset device including a reset check valve disposed in a reset bore in the exhaust rocker arm, a slider-piston slidably disposed ...

A VALVE DRIVE

A valve drive comprising a camshaft with base shaft, a lobe pack mounted on the base shaft and comprising three cam lobes. Two actuator bodies are associated with two actuator pins each connected to a valve of a cylinder of the engine. The lobe pack is axially displaceable along the base shaft so as to for each actuator body change cam lobe aligned therewith. A middle cam lobe has a shape leaving an actuator body aligned therewith uninfluenced thereby. In a first position of the lobe pack a first of the actuator bodies is aligned with and hit and moved by a first cam lobe and the other, second actuator body is aligned with the middle cam lobe, and in a second position the second actuator body is aligned with and hit and moved by a third cam lobe and the first actuator body is aligned with the middle cam lobe. 1. A valve drive for use in an internal combustion engine comprising: a base shaft configured to rotate about a longitudinal axis; and', 'a lobe pack mounted on the base shaft and comprising at least two differently shaped cam lobes;, 'a camshaft comprisingtwo actuator bodies associated with two actuator pins, in which each pin is connected to a valve of a cylinder of the engine and each actuator body is configured to be moved when hit by a said cam lobe aligned therewith and by that lift at least one said valve between a closed and open positions; andan arrangement controllable to displace the lobe pack axially along the base shaft so as to for each actuator body change cam lobe aligned therewith,wherein the lobe pack comprises three cam lobes of which a second, middle cam lobe has a shape leaving an actuator body aligned therewith uninfluenced thereby by rotation of the camshaft, and that this middle cam lobe is in common to both actuator bodies, andwherein the arrangement is configured to displace the lobe pack between a first position, in which a first of said actuator bodies is aligned with and hit and moved by a first said cam lobe by rotation of the ...

CONTROL DEVICE AND METHOD FOR CONTROLLING A COMPRESSION RELEASE BRAKE ARRANGEMENT FOR AN ENGINE

A control device and method for controlling a compression release brake arrangement is provided. The compression release brake arrangement comprises an exhaust valve actuator assembly, a first actuator valve and a second actuator valve. The method comprises controlling the first and second actuator valves to a first state in which one of the actuator valves is open and the other one is closed. The disclosure further relates to a computer program, a computer readable medium, as well as to a vehicle comprising the control device. 1. A method for controlling a compression release brake arrangement for an engine the compression release brake arrangement comprising:an exhaust valve actuator assembly configured to, when activated, perform compression release braking of at least a first cylinder of the engine;a conduit fluidly connected to the exhaust valve actuator assembly; the conduit comprising a first actuator valve and a second actuatorvalve, the second actuator valve arranged in parallel to the first actuator valve; andat least one pump configured to supply hydraulic fluid via the conduit to the exhaust valve actuator assembly; the method performed by a control device and comprising:in advance of an activation of the exhaust valve actuator assembly, controlling the first actuator valve and the second actuator valve so as to achieve a first state in which one of the first actuator valve and the second actuator valve is in an open state whereas the other one of the first and the second actuator valves is in a closed state.2. The method according to claim 1 , further comprising:after controlling the first actuator valve and the second actuator valve so as to achieve the first state, controlling the first actuator valve and the second actuator valve so as to achieve a second state in which both the first actuator valve and the second actuator valve are in a closed state.3. The method according to claim 1 , wherein controlling the first actuator valve and the second ...