• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a method for controlling an engine brake device for an internal combustion engine in motor vehicles, in particular in commercial vehicles, an intake system, an exhaust system, gas engine side gas exchange valves, a fuel in at least one combustion chamber injecting fuel injector, an exhaust gas turbocharger by means of at least one in the exhaust system and the An intake system integrated exhaust gas turbocharger and an engine braking device, wherein the engine braking device has a at least one exhaust valve of the gas exchange valves influencing decompression brake and arranged in the exhaust system, the exhaust backflowing the brake valve. According to the invention, fuel is injected into at least one combustion chamber of the internal combustion engine (1) for a defined predetermined period of time with the onset of engine braking (B) or during engine braking.
    公开号:AT516149A4
    申请号:T909/2014
    申请日:2014-12-15
    公开日:2016-03-15
    发明作者:Franz Dipl Ing Rammer；André Dipl Ing Kreuzriegler
    申请人:MAN Truck & Bus Österreich AG；
    IPC主号:
    专利说明:

    description
    Method for controlling an engine brake device and engine brake device
    The present invention relates to a method for controlling an engine brake device for an internal combustion engine in motor vehicles, in particular in utility vehicles, according to the preamble of patent claim 1, an engine brake device according to the preamble of claim 14 and a vehicle according to claim 15.
    It is particularly known in air-compressing (diesel) internal combustion engines in commercial vehicles to produce an exhaust backpressure by a brake flap in the exhaust system that causes effective engine braking by operating the pistons of the engine in the exhaust stroke (exhaust valves open) against this exhaust backpressure.
    In order to significantly increase the effect of such an engine braking device, it is known for example from DE 39 22 884 A1 to additionally provide a decompression brake, in which the exhaust valves are superimposed on the regular valve actuation according to the four-stroke principle and partially opened in the compression stroke are. The additional braking effect arises here by throttling the combustion air into the exhaust system.
    The decompression brake can either be exhaust-controlled or force-controlled. In exhaust gas controlled operation, the valve timing of the exhaust valves is designed so that the exhaust valves are selectively opened by the exhaust back pressure present when the brake is closed (so-called valve jumping) and kept open by a mechanism until the next regular valve opening.
    In a positively controlled decompression brake, hydraulic and mechanical intervention are usually intervened in the regular valve control in order to keep the exhaust valves partially open, at least in the compression stroke.
    The object of the invention is to propose a method and an engine brake device, by means of which the engine braking power can be increased in an internal combustion engine of the generic type and with exhaust gas turbocharging, the temperature loading of the internal combustion engine during engine braking operation being kept as low as possible.
    The solution of this problem is achieved with the features of the independent claims. Advantageous developments of the invention are the subject of the dependent claims.
    According to claim 1, a method is proposed for controlling an engine brake device for an internal combustion engine in motor vehicles, in particular in commercial vehicles, comprising an intake system, an exhaust system, internal combustion engine side, in particular in Vier¬taktprinzip controlled gas exchange valves, a fuel in at least one Brennraumeinspritzende fuel injector, a Abgasturboaufladung means at least one integrated in the exhaust system and the intake system exhaust gas turbocharger and a motor brake device, wherein the engine braking device has a at least one exhaust valve of the gas exchange valves influencing decompression brake and arranged in the Ab¬ gas system, the exhaust back-stagnating brake valve. According to the invention, it is proposed that fuel be injected into the at least one combustion chamber or into the combustion chambers of the internal combustion engine when engine braking is initiated or during the engine braking for a defined predetermined period of time, in particular for a short time.
    This measure according to the invention overall leads to an increase in the engine braking power, which is attributable to the fact that the higher exhaust gas energy in the exhaust gas turbine or the exhaust gas turbocharger of the exhaust gas turbocharger increases the boost pressure in the intake system of the internal combustion engine progressively and rapidly and thus increases the gas mass flow rate through the internal combustion engine , On the one hand, this causes the brake power to be increased, in particular due to the decompression brake used, and on the other hand leads to greater heat dissipation in the internal combustion engine via the exhaust system.
    The injection of the fuel may, according to a particularly preferred embodiment, be controlled depending on a boost pressure prevailing in the intake system downstream of a compressor of the exhaust gas turbocharger.
    In particular, the injection can only be used after reaching a defined, lower boost pressure threshold in order to control the injection when the exhaust gas turbine of the exhaust gas turbocharger has already reached an operating point which is favorable in terms of efficiency (efficient fuel utilization with low consumption). Particularly preferred here is the lower charge pressure threshold greater than or equal to 0.5 bar (relative to the environment), most preferably greater than or equal to 1.0 bar (relative to the environment).
    Furthermore, the duration of the injection can be limited by reaching a defined, upper charge pressure threshold. Particularly advantageously, the upper boost pressure threshold value is predetermined so that the injection is set at the latest at the time of reaching or at the time before reaching the maximum achievable charge pressure (PLmax). It is particularly preferably provided that the injection is adjusted before reaching the maximum attainable in the mo¬mentanen operating point of the internal combustion engine charge pressure, since on the one hand, the charge pressure increasing effect can continue and on the other hand, possible boost pressure fluctuations of different internal combustion engines be be considered. The upper charge pressure threshold for setting the injection rate in time before reaching the maximum attainable in the current operating point charging pressure (PLmax) is given as an example as follows: PLmax - 0.3 to 0.7 bar, in particular PLmax - 0.5 bar.
    Alternatively or additionally, the injection of the fuel may be controlled within a time limit, that is, the time duration of the injection to be limited in time to prevent that during slow boost pressure or unfavorable Betriebszuständenternem internal combustion engine long Einspritzphasen lead to increased fuel consumption. The duration of the injection is, for example, limited to a maximum of 30 seconds, preferably limited to a maximum of 20 seconds.
    For reasons of ride comfort, it may also be advantageous if the injection quantity, relative to the start of injection or to a defined period of time after the start of injection, is linearly and / or continuously returned to zero in the sense of a ramp function.
    Particularly advantageously, the injection quantity of fuel can essentially correspond to the injection quantity in the idle mode of the internal combustion engine. Thus, a satisfactory boost pressure increase can be achieved in engine braking operation with only a small additional fuel consumption and with adequate exhaust emission values.
    In an advantageous development of the method, the injection time during the engine braking compared to the regular fuel injection can be changed, in particular in the range of 15 ° to 30 ° CA before TDC of the respective piston in the compression stroke of the internal combustion engine controlled to particularly favorable boost pressure increases with low fuel consumption and high engine braking performance to reach.
    An engine braking device according to the invention for an internal combustion engine in motor vehicles has an intake system, an exhaust system, gas exchange valves, in particular four-stroke control, gas exchange valves, fuel injecting fuel into at least one combustion chamber, exhaust gas turbocharging by means of at least one exhaust gas turbocharger integrated in the exhaust system and the intake system, and an engine braking device wherein the engine brake device has a decompression brake which influences at least one exhaust valve of the gas exchange valves and a exhaust flap which accumulates the exhaust gas and which is arranged in the exhaust system. According to the invention, a control and / or regulating device controlling the fuel injection, in particular an electronic control device, is provided which effects fuel injection during engine braking operation for a defined predetermined period of time in the presence of an engine brake signal.
    The advantages resulting with this engine braking device are analogous to those already previously considered in connection with the process control according to the invention. In this respect, reference is made to the statements made above.
    Particularly preferred here is a process control or embodiment in which the brake flap is arranged upstream of an exhaust gas turbine of the exhaust gas turbocharger, preferably immediately upstream and adjacent to an exhaust gas turbine of the exhaust gas turbocharger, and is designed as a flow control flap influencing the exhaust gas turbine with a gas flow. This makes it possible to raise the intake-side boost pressure during engine braking operation and thus to increase the necessary for the achievable braking power mass flow rate in the internal combustion engine almost without additional construction costs. The brake flap thus fulfills several functions at the same time: it preferably provides controlled exhaust gas back pressure and additionally similar to the function of a control flap in exhaust gas turbines with variable turbine geometry for an advantageous flow of the turbine with reduced exhaust gas flow and lower exhaust gas enthalpy.
    Specifically, in this case, the brake flap arranged upstream of the exhaust gas turbine (in particular a brake flap disposed immediately upstream and adjacent to the exhaust gas turbine), in contrast to a brake flap arranged downstream of the exhaust gas turbine, causes a higher pressure gradient across the exhaust gas turbine, whereby, due to the then possible higher mass and volume flow the exhaust gas turbine, the boost pressure and the Abgasgegen¬druck can be significantly increased, and thus the engine braking power in a funktionssi¬ chere manner without thermal overloading of the internal combustion engine can be significantly increased. Due to the pressure gradient across the upstream arranged brake flap hereby a lower load on the exhaust gas turbine is achieved with the same exhaust back pressure, which thus leads to an increase in the exhaust back pressure to the desired increase in braking power without higher load on the exhaust gas turbine.
    Particularly preferably, it is provided that the brake flap upstream and outside, preferably immediately upstream and outside, a turbine housing of a Abgastur¬bine the exhaust gas turbocharger (and thus upstream of a turbinengehäuseseitigen Einströmka-nals) is arranged. Due to the arrangement of the at least one brake flap upstream and thus outside of a turbine housing or an inflow channel of the exhaust gas turbine, this does not form part of the exhaust gas turbine, resulting in an easy mounting of the brake flap with increased structural degrees of freedom. In particular, structural interventions in the exhaust gas turbine can then be avoided and do not need to have a plurality of different turbines for different model series. According to a particularly preferred specific embodiment, the exhaust gas turbine, in particular a turbine housing of the exhaust gas turbine, can be equipped with one, at most one, preferably coupled via a plurality of cylinders of the internal combustion engine with Abgasbufschlagten exhaust manifold, wherein between the Ab¬gasturbine and the exhaust manifold, in particular between a turbine housing of the exhaust gas turbine and the exhaust manifold, and thus immediately upstream and outside of a turbine housing of the exhaust gas turbine, a separate damper unit is mounted, which is firmly connected to both the turbine housing and the exhaust manifold. Structurally particularly compact and advantageous is provided according to a second concrete embodiment variant that the exhaust gas turbine or an exhaust gas turbine housing of the exhaust gas turbocharger is attached directly to an over at least one, preferably several, cylinder of the internal combustion engine with exhaust gas acted upon exhaust manifold, wherein the brake flap in the exhaust manifold and so that immediately upstream and outside a turbine housing of the exhaust gas turbine is arranged.
    Although the invention has always been explained above in connection with a brake flap, this term "brake flap" is to be understood expressly in a broad and comprehensive sense and is not limited only to pivotable flap arrangement. Thus, unless otherwise stated, the term "brake flap" expressly includes any other suitable and / or non-pivotable throttle devices, such as slides or rotary valves.
    With regard to the advantages resulting from the vehicle according to the invention, reference is also made to the statements made above.
    An embodiment of the invention is explained in more detail below with further details. Show it:
    1 is a sketch of an internal combustion engine for a commercial vehicle with an intake system, an exhaust system, a fuel injection device, an exhaust gas turbocharger and an engine brake device with a Bremsklappestromauf the exhaust gas turbine, the devices are controlled by an electronic engine control unit; and
    FIG. 2 shows a graph of the engine brake power which can be achieved with the engine brake device according to FIG. 1 and of the boost pressure PL, plotted over a defined measurement time of the engine brake operation.
    In FIG. 1, only schematically is an internal combustion engine 1 (for example, a six-cylinder diesel internal combustion engine) for a motor vehicle, in particular for a commercial vehicle, shown with an intake system 2 and an exhaust system 3 (unless otherwise described übli¬cher type ). In the intake manifold 4 of the intake system 2, a Dros¬selklappe 5 may optionally be provided.
    The exhaust system 3 has an exhaust manifold 6 which is connected to the combustion chambers of the internal combustion engine 1 and which is connected directly or indirectly to the exhaust gas turbine 8 of an exhaust gas turbocharger 7. The exhaust gas turbine 8 drives in a known manner a compressor 9, which in turn is connected via a line 10 to the intake manifold 4 and the combustion air promotes under a defined boost pressure PL to the combustion chambers of the engine 1. The exhaust gas flowing off via the exhaust manifold 6 and the exhaust gas turbine 8 is discharged further via an exhaust pipe 11. The other lines of the intake system 2 and the exhaust system 3 of the internal combustion engine 1 in the motor vehicle are not shown.
    As an engine braking device, the internal combustion engine 1 has a decompression brake (not shown) which acts on the gas exchange valves or the exhaust valves of the internal combustion engine 1. Furthermore, a brake flap 12 is provided upstream of the exhaust gas turbine 8, by means of which a defined exhaust back pressure PA can be generated.
    The decompression brake can be initiated in a known manner in a gas-controlled manner via the increased exhaust back pressure PA in the case of at least partially closed brake flap 12, in which deliberately a "flutter" or "valve jump" of the exhaust valves is triggered (for example DE 10 2008 061 412 A1) or it can a mecha¬nisch-hydraulic opening of the exhaust valves (forced control) superimposed on the valve train to be controlled in the compression stroke of the internal combustion engine (see DE 39 22 884 A1).
    With regard to the detailed design of the decompression brake, reference is made, in the alternative, to the publications cited.
    Furthermore, the internal combustion engine 1 is provided with a fuel injection device whose injection nozzles 13 (for the sake of simplicity, only one injection nozzle 13 is indicated) inject fuel into the combustion chambers of the internal combustion engine 1 in a known manner.
    The fuel injector may, for example, be operated according to the common rail system, with electrically actuated injectors 13 which supply fuel under control of an electronic control unit 14.
    In the control unit 14, the relevant operating parameters detected via sensors, such as vehicle speed, engine speed, temperature, load request, etc., are logically linked and the respectively required injection quantity is calculated and controlled.
    In the intake manifold 4, a boost pressure sensor 15 is further arranged, by means of which the charging pressure PL is detected and supplied to the control unit 14 via a signal line. Furthermore, a pressure sensor 16 measuring the exhaust back pressure PA, whose values are likewise routed to the control unit 14 via a signal line, is inserted in the exhaust manifold 6.
    In addition, the control unit 14 is supplied with a signal B corresponding to the start of an engine braking operation during overrun of the commercial vehicle. The signal may be delivered by means of a corresponding switch or variable engine brake management motor brake management (not shown).
    The control unit 14 may optionally in addition to the fuel injection also a purely opti¬onal provided bypass valve 17 on the exhaust gas turbine 8 of the exhaust gas turbocharger 7 and / or purely optional provided exhaust gas recirculation valve 18 in a arranged between the intake system 2 and the exhaust system 3 line 19, based on specific operating conditions Engine power and / or exhaust emissions control.
    The electronic control unit 14 is modified in addition to the known functions so that when the overrun operation and in the presence of the engine brake signal B, the brake flap 12 more or less closes in a predetermined manner and also in a defined amount (depending on the current operating point of the internal combustion engine 1) a fuel Auxiliary injection controls.
    The injection quantity may be of the order of magnitude of the idling amount of the internal combustion engine 1 and may be controlled only briefly depending on the boost pressure PL in the intake manifold 4 and possibly dependent on the exhaust back pressure PA. The period of the auxiliary injection may be up to 30 seconds.
    The injection quantity, the injection time and the injection duration are adjusted so that the best possible charge pressure buildup barely discernible increase in Kraftstoffver¬brauchs and exhaust emissions occurs.
    It has proved to be particularly advantageous if the auxiliary injection only starts at a certain boost pressure PL of, for example > 0.5 bar (relative to the environment) begins, because erstdann then a relatively efficient increase in the boost pressure PL and, associated with a high Mo¬torbremsleistung is observed. This "starting boost pressure" also ensures favorable ignition conditions for the injected fuel.
    The duration of the auxiliary injection in the engine braking operation is limited at the longest by reaching the achievable in the current operating point of the internal combustion engine 1 during retardation boost pressure. Preferably, however, it is proposed to cancel the auxiliary injection already at a lower boost pressure PL (for example PLmax - 0.5 bar). Thus, overshoots in the charge pressure course can be avoided and possible boost pressure fluctuations of different internal combustion engines 1 prevented.
    The duration of the auxiliary injection in the engine braking mode may be limited (for example, to 20 seconds) in order to prevent slow injection pressure increases in unfavorable operating points of the internal combustion engine 1 long injection periods lead to an unwanted increase in fuel consumption.
    For reasons of comfort, it may also be indicated to slid the auxiliary injection by means of a ramp function to zero.
    Furthermore, the injection time in the auxiliary injection in the engine braking mode may preferably be in the respective compression stroke of the internal combustion engine 1, with best results being achieved in the range of 15 ° to 30 ° CA before TDC of the respective piston.
    2 shows a diagram illustrating, for example, the influence of the described auxiliary injection on the charge pressure curve PL and thus on the braking power of the internal combustion engine 1 over a measuring time between 0 (onset of engine braking) and 10 seconds.
    In this case, the measured curve 20 describes the conventional braking power, which is dependent on the charge pressure build-up, in percent, while the overlying measuring curve 21 indicates the boost pressure build-up and the achievable engine braking power when the auxiliary injection is carried out.
    As can be readily deduced from the said measuring curves 20, 21, the additional auxiliary fuel injection in the engine braking mode effects a supercharging pressure curve with a very steep gradient, which can achieve an engine braking power increasing in an analogous manner up to almost 100%. The charge pressure PL can reach even more than 100% of the system-related design in the short term.
    Although the measured values have been determined on an internal combustion engine 1 with a gas-pressure-controlled decompression brake, they are also relevant for exhaust-gas-charged internal combustion engines 1 and the use of a positively controlled decompression brake.
    REFERENCE SIGNS LIST 1 Internal combustion engine 21 Measurement curve with auxiliary injection 2 Intake system 3 Exhaust system 4 Intake manifold 5 Throttle 6 Exhaust manifold 7 Exhaust gas turbocharger 8 Exhaust gas turbine 9 Compressor 10 Intake line 11 Exhaust line 12 Brake flap 13 Injection valve 14 Control unit 15 Pressure sensor 16 Pressure sensor 17 Bypass valve 18 Exhaust gas recirculation valve 19 Line 20 Measurement curve without auxiliary injection
    权利要求:
    Claims (15)
    [1]
    1. A method for controlling an engine brake device for an internal combustion engine in motor vehicles, in particular in commercial vehicles, an intake system, an exhaust system, gas engine side gas exchange valves, a fuel in at least one combustion chamber injecting fuel injector, a Abgasturboaufla¬dung means of at least one in the exhaust system and the intake system integrated exhaust gas turbocharger and an engine braking device, wherein the Motorbrems¬einrichtung a at least one exhaust valve of the gas exchange valves affecting decompression brake and arranged in the exhaust system, the exhaust backstau¬ende brake flap, characterized in that with onset of engine braking (B) or during engine braking (B ) is injected into at least one combustion chamber of the internal combustion engine (1) for a defined predetermined period of time.
    [2]
    2. The method according to claim 1, characterized in that the injection is dependent abhän¬gig of a in the intake system (2) downstream of a compressor (9) of the Abgasturbola¬ders (7) prevailing charge pressure (PL).
    [3]
    3. The method according to claim 2, characterized in that the injection is controlled only after reaching a defined, lower boost pressure threshold.
    [4]
    4. The method according to claim 3, characterized in that the lower boost pressure threshold is greater than or equal to 0.5 bar (relative to the environment), most preferably greater than or equal to 1.0 bar (relative to the environment).
    [5]
    5. The method according to any one of the preceding claims, characterized in that the duration of the injection is limited by the achievement of a defined upper Lade¬druckschwellwertes.
    [6]
    6. The method according to claim 5, characterized in that the upper boost pressure threshold value is set so that the injection is set at the latest at or before reaching the maximum attainable in the current operating point charge pressure (PLmax).
    [7]
    7. The method according to claim 6, characterized in that the upper Ladedruck¬schwellwert for setting the injection time before reaching the momen¬tanen operating point maximum achievable charge pressure (PLmax) is given as follows: PLmax - 0.3 to 0.7 bar , in particular PLmax - 0.5 bar.
    [8]
    8. The method according to any one of the preceding claims, characterized in that the duration of the injection is limited in time.
    [9]
    9. The method according to claim 8, characterized in that the duration of the injection is limited to a maximum of 30 seconds, preferably to a maximum of 20 seconds.
    [10]
    10. The method according to any one of the preceding claims, characterized in that the injection quantity, based on the start of injection or a defined period of time after the start of injection, in the sense of a ramp function linearly and / or continuously back to zero against the value.
    [11]
    11. The method according to any one of the preceding claims, characterized in that the injection quantity of fuel substantially corresponds to the injection quantity in Leer¬laufbetrieb the internal combustion engine (1).
    [12]
    12. The method according to any one of the preceding claims, characterized in that the injection timing is changed during the engine braking against the regular fuel injection.
    [13]
    13. The method according to claim 9, characterized in that the injection timing is controlled during the engine braking in the range of 15 ° to 30 ° CA before TDC of the respective piston in the compression stroke of the internal combustion engine.
    [14]
    14. Engine braking device for an internal combustion engine (1) in motor vehicles, in particular according to one of the preceding claims, comprising an intake system (2), an exhaust system (3), gas exchange valves on the engine side, a fuel injector in at least one combustion chamber, An exhaust gas turbocharging by means of at least one in the exhaust system (3) and the intake system (2) integrated exhaust gas turbocharger (7) and an engine braking device, where the engine brake device at least one exhaust valve of Gaswechselventi¬le influencing decompression brake and in the exhaust system (3 ), the exhaust back-stagnating brake flap (12), characterized in that a fuel injection controlling control and / or regulating device, insbeson¬dere an electronic control unit (14) is provided which in the presence of a Mo¬torbremssignals (B) for a defined predetermined period of time, a fuel injection during the engine braking operation, wherein it is preferably provided that the brake flap (12) upstream of the exhaust gas turbine (8) and formed as a Beaufschlag the exhaust gas turbine (8) influencing a gas flow Strömungsleit¬ flap is formed.
    [15]
    15. Vehicle, in particular commercial vehicle, with an engine brake device according to claim 14 and / or with an engine brake device, which is operated according to one of claims 1 to 13.
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    同族专利:
    公开号 | 公开日
    RU2015153199A|2017-06-16|
    AT516149B1|2016-03-15|
    EP3034842A1|2016-06-22|
    US20160169126A1|2016-06-16|
    BR102015031168A2|2016-09-06|
    CN105697095B|2019-11-05|
    US10024246B2|2018-07-17|
    CN105697095A|2016-06-22|
    RU2709150C2|2019-12-16|
    RU2015153199A3|2019-06-17|
    EP3034842B1|2019-02-20|
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    CN110242419A|2019-06-28|2019-09-17|一汽解放汽车有限公司|Control method, device and the engine braking system of engine brake power|
    法律状态:
    2022-01-15| PC| Change of the owner|Owner name: MAN TRUCK & BUS SE, DE Effective date: 20211123 |
    优先权:
    申请号 | 申请日 | 专利标题
    ATA909/2014A|AT516149B1|2014-12-15|2014-12-15|Method for controlling an engine brake device and engine brake device|ATA909/2014A| AT516149B1|2014-12-15|2014-12-15|Method for controlling an engine brake device and engine brake device|
    BR102015031168A| BR102015031168A2|2014-12-15|2015-12-11|method for controlling a motor braking device and motor braking device|
    EP15003533.5A| EP3034842B1|2014-12-15|2015-12-11|Method for controlling an engine braking device and engine braking device|
    RU2015153199A| RU2709150C2|2014-12-15|2015-12-11|Control method of engine braking device and engine braking device|
    CN201510912289.9A| CN105697095B|2014-12-15|2015-12-11|For controlling method, engine braking apparatus and the vehicle of engine braking apparatus|
    US14/966,375| US10024246B2|2014-12-15|2015-12-11|Method for controlling an engine braking device and engine braking device|
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