The invention relates to a method, and, means for regula¬ ting the braking action of diesel engines with several cylinders, whereby the compression work of the compres- sion stroke is used to produce the braking effect.

It is known to regulate the valves of a diesel engine so that the braking effect of the compression stroke is used, Compressed air may be supplied to the cylinder during a short moment at the beginning of the stroke, whereby the compression work is increased.

According to the known art very complicated means have been used to regulate this procedureby means of the ^' ordinary valves. This means has included pressurized pilot air systems having distributing slide valves, which are regulated by turn over axis in accordance with the wor¬ king face of the engine. Long pipings are included and because the valves of the cylinders for regulating the braking action are cut-off valves, which act rapidly, very often violent oscillations occur in the pilot air system, whereby the regulation of the braking action is disturbed. The object of the invention is to simplify the means, which are needed for controlling the valves and the object is also to use as much of the ordinary compressed air starter system as possible. Furthermore, the object of the invention is to use the normal work cycle of the engine to produce a sub-pressure, which increases the braking effect.

T-he characterizing featuresof the invention are stated in the enclosed claims and an embodiment of the invention will be described in the following with reference to the accompanying drawings.

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Fig. 1 is hereby a section of a part of a cylinder head to which is connected means for creating a pressure in the cylinder at -the beginning of the compression stroke.

Fig. 2 is also a section of a part of a cylinder having means for creating a sub-pressure in the cylinder after the compression stroke.

One embodiment of the invention is described with refe¬ rence to Fig. 1. Every cylinder of the engine or every second cylinder of the engine or any other amount of cylinders of the engine has a servo-aggregate 1 , consis¬ ting of a magnet valve 2. This servo-aggregate can cont¬ rol a valve 3, 8, 9 and 10 of the cylinder. The valve may alternatively be one of the ordinary starting valve, the safety valve or the exhaust ■ valve of the cylinder. The operation of the servo-aggregate is thus to open the compression side of the cylinder to a supply pipe 14, 15 for the pressurized air via a channel 6 by means of said valve during a certin moment during the working phases of the cylinder. The shown valve is of known art, but is shortly described as follows. It includes a sleeve 3, which is inserted in a hole through the cylinder head. Within the sleeve there is a valve body consisting of a shaft 8 and a valve disc 9. The shaft 8 is in the upper end connected to a servo-piston 10, which is forced upwards by means of a compression spring 11. A space within the sleeve is above the servo-piston 10 and the servo air can be inserted to said space through a channel 12. The upper end of the sleeve 3 is covered by a cap 13. When servo air is supplied via the channel 12 to the up- per side of the servo-piston, the valve shaft 8 and the valve disc 9 will very rapidly move downwards so that the valve is opening and pressurized air will pass in through the channel 6.

The very specific problem, which is solved by the inven¬ tion is to supply servo air rapidly in the right moment when the valve shall open_. This is accomplished by elect¬ ric signals co ing from a transmitter, which is common for the engine and which signals will reach the magnet valve 2 , via circuits 18, 19, said magnet valve 2 controlling the air from a pipe 16 into a channel 12.

The transmitter includes several capacitive or inductive transmi which are placed in front of a sector- formed place 2i, which is fastened on a shaft 22, which is at right angle to the plate and is rotating in time to the rotation of the crank shaft. Each transmitter is placed excentric in relation to the axis 22 and- thus also excentric in relation to the centre of rotation of the sector-formed plate 21. The form of the sector is shown in Fig. 1 by the section A-A. The sector-formed plate 21 is mounted in a ring, which is suspended by a stud axis 32 via spokes (not shown) . The ring 31 has a peripherical groove in which the sector-formed plate 21 is mounted. The stud axis 32 and thus the ring 31 is rotated by the axis 22. In order to drive the plate 21 in the rotational movement of the ring, a shoulder 33 is placed in the groove of the ring. The position of the shoulder 33 thus determines the relative position of the sector-formed plate in relation to the angular position of the crank shaft and in relation to the position of the capacitive transmitter 20. The capacitive transmitter produces an electric pulse when the sector-formed plate is in front of the transmitter but as soon as the plate has passed it, the electric pulse or the signal will be ceased.

The supplied electric signal arrivesat the magnetic valve 2, which adjusts the slide so that the ports at the arrows I and II are connected and thus servo air is supplied from the branch pipe ^' 16 via channel 12 to the upper side of the -servo piston 10. Hereby the valve disc

9 is opened and pressurized air is supplied to the cylinder through the channel 6. When the cylinder piston has passed shortly the bottom dead centre, the sector formed plate 21 has passed over the transmitter 20, whereby thus the electric signal is ceased. This means that the magnetic valve 17 will hold a different posi¬ tion meaning that its slide is closing the connection between the ports at the arrows I and II and will open a connection between the ports at the arrows II and III, which leads to that the pressure is released above the servo-piston 10 whereby the valve 8, 9, 10 is closed.

No more pressurized air is thus supplied and the compres¬ sion stroke will continue to be accomplished. According to what we said above an electric signal will be delive- red by the transmitter to the magnetic valve when the piston in the cylinder having said magnetic valve is in the beginning of its compression stroke.

Additionally, it is possible to arrange a second valve 10', 9', 8' ₇ (see Fig. 2 ) , which is controlled by means of the same type as described above and whichare acting to release the pressure at the end of the compression stroke in the cylinder. Several additional transmitters 22' are hereby arranged in front of a rotating sector formed plate 21 ' and the construction and operation is the same as has been described above. he _/ thus the axis 22' is rotating the sector 21 ' so that its leading edge is in line with the electric transmitter 20", a signal is produced and this signal is supplied to the magnetic valve 2' via the circuits 18' and 19'. This occurs when the piston is in its top dead centre just at the end of the compression stroke. The magnetic valve 2' opens so that servo air from the pipe 16 ' passes I-II and into the channel 12'. The valve disc 9' opens because of a raised pressure above the valve

ton 10V. The air pressure due to the compression stroke in the cylinder will now escape via the channel 6 ' . As soon as possible, the electric signal will be ceased by that the sector plate 21 ' has passed over the electric transmitter 20'. Because of the downwards movement of the piston in the cylinder a ^' , sub-pressure is produced and the work for creating this sub-pressure is added to the formerly produced compression work so that the total braking work will be greater than what earlier has been possible to achieve.

The two valves according to Fig. 1 and Fig. 2 may prefe¬ rably be combined and the transmitters can be doubled as to their ^' function so that one and the same system of sig¬ nals and one and the same servo-system can work the two functions - supplying pressurized air just in the begin¬ ning of the compression stroke and secondly release the air pressure at the end of the compression stroke.

The transmitter can be formed according to what has been described above or in any other manner and is usually of a strong construction, which demands little of service and which operates reliably. The circuits for producing the electric signals operate also very reliably and is not an expensive arrangement. It may not be very conve¬ nient to use the main starting valves of the cylinders for venting the air at the end of the compression stroke, but theoretically it is possible to use a type of three- way valve, which closes the connection with the starting air and which opens to the atmosphere via a damping piping system and which is controlled by the magnetic valve. An earlier mentioned alternative is to use the safety valve and open this by the magnetic valve. Still another alternative is to open the exhaust valve of the cylinder, which valve normally is closed when the piston is in its top dead centre in the end of the compression stroke.

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^' A great force is demanded to open the exhaust valve, but it is possible to use means opening the exhaust valve when the piston is in its upper dead centre.

The operation of the braking means is as follows. When the engine is to be braked, the valves for supplying fuel are closed. When the crank shaft is in such a posi¬ tion that the piston of cylinder is close to its top dead centre after a compression stroke and thus a certain amount of air has been compressed above the piston, the valve 8', 9' is opened and the compressed air will dis¬ appear. The open position of the valve may be during a relatively short time. The opening of the valve is accomplished by that the sector-formed plate has been set in a position as described above, so that it passes that capacitive transmitter which belongs to the cylin¬ der in question. The sector-formed plate is rotating in time to the crank shaft. The signal is thus produced and this signal is supplied via the electric circuits 18', 19' to the magnetic valve 2'. This can be illustrated by that the magnetic valve and the capacitive transmitter belongs to the same circuit. The electric signal is transformed in the servo-aggregate to a force which is used to open the valve 8 ^T , 9' of the cylinder.

The piston of the cylinder will then move downwards and said valve is closed as well as the normal valves of the cylinder. A vacuum will thus be created during the stroke, which normally is the working stroke of the en¬ gine. After that the piston has passed the bottom dead centre the normal exhausting valve opens in the normal way so that the vacuum is eliminated and the pressure within the cylinder will raise to about the atmospheric pressure. When the piston then is ^' passing the upper dead centre,the exhaust valve is closed as normal while the inlet valve is open, whereby fresh air is sucked into th≤Ty

cylinder when the piston is going down to its bottom dead centre. After .the piston has passedthe bottom dead centre this time, the exhaust valve as well as the inlet valve are closed during the following stroke. When passing the bottom dead centre the valve 8, 9, 10 is opened by means of the transmitter 20 and pressurized air is supplied to the cylinder from the pipes 14 and 15 via the channels 6 (see Fig. 1). The compression stroke is thus started from an increased pressure in the cylinder which means that the counter action on the piston will be increased during the compression stroke. When the piston reaches its upper dead centre a new signal will be supplied from that capacitive transmitter 20, which belongs to the cylinder and the valve 8' , 9' or alternatively the ex- haust valve will be opened. One braking operation is hereby completed in one cylinder. According to the four- stroke-cycle operation of the engine, all cylinders of the engine will produce a braking operation in the same way in time to the f ^' our-stroke-cycle. When the engine has many cylinders, e.g. more than twelve cylinders, two or more of the cylinders are working in the same face of the four-stroke-cycle and thus they will simultaneously produce the braking operation.

It is obvious, that the electric signals for controlling the magnetic valve may be produced by other means than those described above and for instance an ignition appa¬ ratus similar to those ^' at usual Otto-engines can be used. It shall also be pointed out that the invention also can be adapted.to two-stroke-cycle engines.