• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to an engine brake device for an internal combustion engine in motor vehicles, in particular in commercial vehicles having an intake system, an exhaust system, combustion engine side gas exchange valves, an exhaust gas turbocharger by means of at least one integrated into the exhaust system and the intake system exhaust gas turbocharger and a Mo torbremseinrichtung, wherein the motor brake device An at least one outlet valve of the gas exchange valves influencing decompression brake and arranged in the exhaust system, the exhaust backflowing brake flap has. According to the invention it is provided that the brake flap (12) upstream and outside, preferably immediacy bar upstream and outside of a turbine housing of an exhaust turbine (8) of the Abgastur boladers (7) and arranged as a loading of the exhaust gas turbine (8) with a gas flow influencing Strömungsleitklappe is trained. Furthermore, the invention relates to a method for operating an engine brake device.
    公开号:AT516513A4
    申请号:T908/2014
    申请日:2014-12-15
    公开日:2016-06-15
    发明作者:Franz Dipl Ing Rammer；Gottfried Dipl Ing Raab；Heidrun Dipl Ing Klinger；Franz Ing Leitenmayr
    申请人:MAN Truck & Bus Österreich AG；
    IPC主号:
    专利说明:

    description
    An engine braking device for an internal combustion engine and method for operating an engine braking device
    The present invention relates to an engine brake device for an internal combustion engine in motor vehicles, in particular in commercial vehicles, according to the preamble of claim 1. Further, the invention relates to a method according to claim 14 and a vehicle, in particular a commercial vehicle, according to claim 15.
    It is particularly known in air-compressing (diesel) internal combustion engines in commercial vehicles to produce an exhaust backpressure in overrun by a brake flap in the exhaust system, which causes an effective engine braking by the pistons of the internal combustion engine in the exhaust stroke (exhaust valves open) against this exhaust pressure.
    In order to increase the effect of such an engine braking device significantly, it is generally known to additionally provide a decompression brake, in which the exhaust valves are superimposed on the regular valve actuation according to the four-stroke principle partially open even in the compression stroke. 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 control of the exhaust valves is designed so that the exhaust valves selectively open irregularly (so-called valve jump) by the present with the brake flap exhaust back pressure and kept open by a mechanism until the next regular valve opening.
    In a positively controlled decompression brake, intervention in the regular valve control is usually effected hydraulically and mechanically in order to keep the exhaust valves partially open, at least in the compression stroke.
    For example, from AT 512 332 A1, a throttle device integrated in the exhaust gas turbine for controlling and / or regulating an engine braking operation is known, in which a brake flap in the housing of the exhaust gas turbine directly in the mouth region of a Einströmkanals the exhaust gas turbine in an impeller of the turbine on receiving impeller receiving space is used. Such a measure requires constructive intervention in the turbine structure and is therefore relatively expensive.
    The object of the invention is to propose an engine brake device for an internal combustion engine in motor vehicles, especially in commercial vehicles, with which the engine brake performance of an internal combustion engine with turbocharger can be increased in a structurally simple and reliable manner, the temperature load of the engine kept as low as possible during engine braking operation shall be.
    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, an engine braking device for an internal combustion engine in motor vehicles, in particular in commercial vehicles, proposed which an intake system, an exhaust system, engine side (preferably controlled in four-stroke principle) gas exchange valves, an exhaust gas turbocharger by means of at least one integrated into the exhaust system and the intake system exhaust gas turbocharger, and a Engine braking device, wherein the engine brake device comprises a decompression brake influencing at least one exhaust valve of the gas exchange valves and a brake flap which accumulates in the exhaust system and which backfires the exhaust gas. According to the invention, the brake flap is arranged upstream and outside, preferably immediately upstream and outside, of a turbine housing of an exhaust gas turbine of the exhaust gas turbocharger (and thus upstream of a turbine housing side inlet channel) and is designed as a flow guide flap influencing the gas supply of the exhaust gas turbine (positive). This makes it possible to increase the intake-side boost pressure during engine braking operation and thus 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 a regulated exhaust gas backpressure and, in addition, 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, the arranged upstream of the exhaust gas turbine brake flap in contrast to a downstream of the exhaust gas turbine arranged brake flap causes a higher pressure gradient across the exhaust gas turbine, which, due to the then possible higher mass and
    Volumetric flow through the exhaust gas turbine, the boost pressure and the exhaust gas back pressure can be significantly increased and thus the engine braking performance can be significantly increased in a functionally reliable manner without thermal overload of the engine. Due to the pressure gradient across the upstream arranged brake flap, a lower load of the exhaust gas turbine is achieved with the same exhaust gas back pressure, thus resulting in an increase of the exhaust back pressure to the desired increase in braking performance without higher load on the exhaust gas turbine.
    The number of airbrakes is preferably based on the number of floods of the exhaust gas turbine, so that then in multi-flow configurations each flood is associated with its own brake flap, for example, in a two-flow design two brake flaps are provided. These can basically be operated simultaneously, for example, be arranged on a common shaft and thus operated simultaneously. Alternatively, however, these can also be controlled independently of one another and thus actuated.
    In the case of a multiple, in particular two-stage charging, the brake flap is preferably arranged upstream of a first exhaust gas turbine of a first or top exhaust gas turbocharger seen in the flow direction.
    In principle, the exhaust gas turbine can be any suitable turbine, in particular also an exhaust gas turbine with variable turbine geometry (VTG supercharger).
    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 forms no part of the exhaust gas turbine, resulting in a mounting easy positioning of the brake flap with increased constructive degrees of freedom. In particular, structural interventions in the exhaust gas turbine can then be avoided and do not need a large number of different turbines are kept for different model series. According to a particularly preferred specific first embodiment, the exhaust gas turbine, in particular a turbine housing of the exhaust gas turbine, here with a, at least one, preferably via a plurality of cylinders of the internal combustion engine with exhaust gas acted exhaust manifold be fluidly coupled, wherein between the exhaust gas turbine and the exhaust manifold, in particular between a turbine housing of the exhaust gas turbine and the exhaust manifold, and thus directly upstream and outside of a turbine housing of the exhaust gas turbine, the brake flap having separate unit is installed, which is firmly connected to both the turbine housing and the exhaust manifold. The at least one brake flap thus forms part of a separate, separately installable unit or component with its own housing, which increases the design flexibility and also makes no structural intervention on the exhaust gas turbine and the exhaust manifold required. Structurally particularly compact and advantageous is provided according to a second concrete embodiment, that the exhaust gas turbine or an exhaust gas turbine housing of the exhaust gas turbocharger is directly attached to an over at least one, preferably several, cylinder of the internal combustion engine acted upon with exhaust gas exhaust manifold, wherein the brake flap in the region of the exhaust manifold and thus immediately upstream and outside of a turbine housing of the exhaust gas turbine is arranged. This results in a still favorable for the function of the exhaust gas turbine arrangement with in addition a mounting easy positioning of the brake flap.
    Functionally particularly advantageous, the at least one, preferably one, possibly also mehrflügelig trained, brake flap in the region of a connection flange of the housing of the separate unit or the exhaust manifold, in particular on a connection flange side wall portion of the housing of the separate unit or the exhaust manifold, and thus be arranged immediately upstream and outside of a turbine housing, in particular upstream and outside of an inflow passage of the turbine housing. Particularly preferred here is a specific embodiment, which is arranged so that the brake flap pivotally in the region or on a connection flange of the housing of the separate unit or the exhaust manifold to the exhaust gas turbine, that in the open state, the exhaust gas cross-section, preferably completely, releases and more or Less closed state reduces the exhaust gas cross section targeted. The brake flap is preferably arranged so close to the exhaust gas turbine or to its connection flange that, in a defined open position, in particular in the fully opened state, it protrudes into the inflow channel of the exhaust gas turbine at least with a free end region beyond the connection flange, thus being as possible close to the turbine effectively use their flow control function. In this case, a single-wing embodiment is understood in particular to mean a construction in which a wing protrudes more or less maximally eccentrically from the pivot axis preferably arranged at the end, whereby the flow conditions, in contrast to centrically multi-wing configurations, can be influenced much better and with increased flexibility. In addition, the pivot axis of such single-wing air brakes constructive tiv particularly easy to integrate into a wall portion of the exhaust manifold. In principle, however, centrically multi-leaf configurations are possible.
    In an advantageous development of the invention, the brake flap in the engine braking operation depending on the exhaust back pressure upstream of the brake flap and / or depending on the boost pressure in the intake system of the internal combustion engine by means of a control and / or control device, in particular by means of an electronic engine control unit controlled. It has been shown that this highest engine braking performance can be achieved, with the boost pressure control is particularly relevant.
    The exhaust back pressure can be detected by means of a sensor, in particular by means of a pressure sensor, which is functionally arranged upstream of the brake flap. A functional upstream arrangement of the sensor means that the sensor does not necessarily have to be arranged directly there, but can also be disposed away from it and spaced to reduce its thermal load, in which case the sensor is then connected to the brake flap via an upstream side Exhaust gas line is connected to the upstream of the brake flap area. This line is preferably formed as, with respect to a Hochachsenrichtung, towards the sensor sloping line, which for example helps to prevent a disadvantageous for the sensor measurement result condensate formation or at least reduce.
    Furthermore, a sensor, in particular a pressure sensor, downstream of a compressor in the region of the intake manifold is preferably arranged for detecting the boost pressure.
    Furthermore, the actuation of the brake flap via a, preferably pneumatically acted, actuator or servomotor and connected to this valve, for example, a proportional valve or a timing valve, take place. This makes it possible to carry out a precise control of the engine braking power with structurally well controllable or already present in the vehicle means. Alternatively, however, the actuation can also take place by means of an electrical actuator controlled by a control and / or regulating device.
    In a further advantageous embodiment of the invention, the control and / or regulating device, in particular the electronic engine control unit, at least one brake signal initiating the engine brake (B) and / or a load signal (a) and / or the value of the exhaust back pressure (PA) and / or the boost pressure (PL) are supplied in the intake system, wherein at least the position of the brake flap is controlled depending on the required engine braking performance.
    Furthermore, an exhaust gas recirculation from the exhaust system to the intake system can be provided with a, preferably electrically or pneumatically controlled, exhaust gas recirculation valve in the exhaust gas recirculation line.
    Finally, the decompression brake effect can be formed either by the exhaust backpressure or by a superimposed, preferably electrically, pneumatically or hydraulically controlled, device of the internal combustion engine.
    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 not limited only to pivotable flap assembly. 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 process control according to the invention and the vehicle according to the invention, reference is 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, an exhaust gas turbocharger and an engine braking device with a brake flap upstream of the exhaust gas turbine, which is controlled by an electronic engine control unit;
    FIG. 2 shows the exhaust gas turbine of the exhaust-gas turbocharger with a brake flap positioned in the connection region on the exhaust manifold in a three-dimensional, partially broken-line representation; FIG.
    FIG. 3 shows a graph of the engine braking power in percent, which can be achieved with the engine brake device according to FIGS. 1 and 2, plotted against the rotational speed of the internal combustion engine;
    FIG. 4 shows a further graph showing the average relative exhaust backpressure in bar measured via a sensor; FIG. and
    Fig. 5 is a graph of the relative boost pressure curve (in bar) over the speed of the internal combustion engine.
    In Fig. 1 is only sketchy an internal combustion engine 1 (for example, a six-cylinder diesel engine) for a motor vehicle, in particular for a commercial vehicle, shown with an intake system 2 and an exhaust system 3 (not described conventional design). If necessary, a throttle valve 5 may be provided in the intake manifold 4 of the intake system 2.
    The exhaust system 3 has a connected to the combustion chambers of the internal combustion engine 1 exhaust manifold 6, which is connected in a manner to be described to the exhaust gas turbine 8 of an exhaust gas turbocharger 7. The exhaust gas turbine 8 drives in a known manner to a compressor 9, which 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 internal combustion engine 1. The effluent via the exhaust manifold 3 and the exhaust gas turbine exhaust 8 is discharged via an exhaust pipe 11 on. 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 a decompression brake (not shown), which acts on the gas exchange valves and 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 backpressure PA when the brake flap 12 is at least partially closed, in which a "fluttering" or "valve jumping" of the exhaust valves is triggered (for example DE 10 2008 061 412 A1) or it can be a the valve train superimposed, mechanically-hydraulic opening of the exhaust valves (forced control) in the compression stroke of the internal combustion engine to be controlled (see DE 39 22 884 A1).
    With regard to the detailed execution of the decompression brakes refer to the publications mentioned in the alternative.
    FIG. 2 shows a preferred embodiment of the brake flap 12 disposed in the exhaust manifold 6 upstream and close to the exhaust gas turbine 8 of the exhaust gas turbocharger 7, specifically in the area or on the connection flange 6a of the exhaust manifold 6, here specifically on a lower wall section of the connection flange 6a of the exhaust manifold 6 , about a shaft 13, is pivotally mounted. Even if only one exhaust gas turbine with a high tide is shown here, the exhaust gas turbine can in principle also be multi-flow, for example double-flowed. In this case, one then has to imagine the second flood, for example, configured accordingly with one respective brake flap 12 for each flood, wherein the brake flaps 12 can then all be controlled independently of one another or else via a common shaft (for example the shaft 13) in common can be controlled or operated.
    The example here single-wing, that is maximum eccentric running and mounted on the rotatably mounted shaft 13 brake flap 12 is also designed as a flow, by releasing the full cross section of the exhaust port to the exhaust gas turbine 8 in the open position and in intermediate positions up to full closure the exhaust stream to the turbine wheel (not shown) of the exhaust gas turbine 8 deflects such that accelerated by the cross-sectional constriction exhaust gas flow, the turbine wheel drives the same reinforced the function of a variable turbine geometry or optionally in bumping.
    The brake flap 12 protrudes, as can be seen from the open state shown in FIG. 2, in the fully open position shown here with its free end beyond the connecting flange 6a addition, for example, about half their length, in the inflow 8b of the exhaust gas turbine. 8 or their connection flange 8a to near the turbine wheel in order to increase the positive-acting flow.
    Alternatively to the just described integration in the exhaust manifold 6, the brake flap 12 but also, as shown in FIG. 2 only very schematically and dashed, part of a, the brake flap 12 having separate assembly 28 be between the turbine housing of the exhaust gas turbine. 8 and the then adjoining the separate assembly 28 exhaust manifold 6 'is installed and is connected to both the turbine nengehäuse the exhaust turbine 8 and with the exhaust manifold 6' fixed. The at least one brake flap thus forms part of a separate, separately installable unit 28 or component with its own housing. Otherwise, the structure or mode of operation is identical to that or the one or the same as it has already been described above.
    At the exhaust manifold 6, a bracket 14 is further attached, which carries a pneumatic actuator 15 (for example, a piston-cylinder unit) as a controller, by means of which via a piston rod 16 and a lever 17, the brake flap 12 is actuated. The actuator 15 can be applied by means of a connected to a pressure medium source valve (not shown), for example by means of a proportional valve or a clock valve, precisely in positions between open and fully closed. The use of an electric actuator would also be possible in principle.
    For advantageous adjustment or regulation of the brake flap 12 in engine braking operation (see also Fig. 1), an electronic engine control unit 18 is preferably provided as a control and / or regulating device, preferably in addition to the usual operating parameters of the internal combustion engine (speed, temperature, etc.). at least one signal B is supplied as a motor brake signal and a load signal a.
    Furthermore, the value of the boost pressure PL in the intake manifold 4 and the value of the exhaust backpressure PA in the exhaust manifold 6 are detected via sensors 19, 20, which are preferably designed as pressure sensors, and fed to the control unit 18 via corresponding signal lines (without reference symbols).
    The sensor 20, preferably a pressure sensor, in the exhaust manifold 6 is functionally arranged upstream of the exhaust gas turbine 8. This is shown in Fig. 1 in an abstract manner. In the constructive embodiment (FIG. 2), the sensor 20 is not arranged directly and directly upstream of the brake flap 12 in the exhaust manifold 6 for thermal reasons, but it is spaced apart from it and disposed thereon on a Gehäuseanformung 8c and via a line 21 to the exhaust manifold 6 upstream of the brake flap 12 connected. This line 21 is preferably formed here as, with respect to a vertical axis direction, to the sensor 20 sloping line 21. The Gehäuseanformung 8c is of course in the operating condition colder than the region lying upstream of the brake flap 12 of the exhaust manifold 6, in which the line 21 opens.
    The exhaust-gas turbocharger 7 can optionally have a bypass valve 22, with which exhaust gas can be guided past the turbine wheel of the exhaust-gas turbine 8 in order to avoid an excessively high boost pressure PL. The bypass valve 22 may be directly integrated into the exhaust gas turbine 8 and is therefore not apparent in the illustration of FIG.
    Furthermore, the internal combustion engine 1 may also purely optionally have an exhaust gas recirculation line 23 between the intake system 4 and the exhaust system 3, in which a controllable via the engine control unit 18 exhaust gas recirculation valve 24 is provided. The mouth of the exhaust gas recirculation line 23 is located in the exhaust manifold 6 as shown in FIG. 1 is preferably upstream of the brake flap 12. The mouth of Abgasrückrührleitung 23 in the intake manifold 4 is preferably downstream of the optional throttle valve. 5
    An engine braking in overrun mode of the motor vehicle is in particular initiated by the signal B and causes a defined closing of the brake flap 12, depending inter alia on the speed of the internal combustion engine and optionally on the request of the desired braking power. Furthermore, depending on the temperature, closing of the exhaust gas recirculation valve 24 may optionally be controlled.
    The closed position of the brake flap 12 is further defined by the boost pressure PL in the intake manifold 4 and the exhaust back pressure PA in the exhaust manifold 6 of the internal combustion engine.
    FIGS. 3 to 5 show values measured in corresponding graphs in a decompression brake and regulated brake flap 12 which are exemplarily controlled by gas pressure, in each case above the rotational speed n of the internal combustion engine 1 and with regard to the achievable specific braking power (FIG. 3, curve 25 a), in FIG. 4 shows the prevailing exhaust backpressure PA (curve 26a) and in FIG. 5 the boost pressure curve PL (curve 27a), respectively in comparison to a conventional arrangement and design of the brake flap 12 downstream of the exhaust gas turbine (curves 25b, 26b, 27b).
    As the graphics are readily apparent, the engine braking performance is significantly increased in an internal combustion engine 1 according to the invention with turbocharger 7 (curve 25a). The same applies to the prevailing exhaust backpressure (curve 26a).
    In addition, both curves 25a, 26a based on the solution according to the invention each have a strongly increasing gradient.
    In particular, but considerable and significant for the significant increase of the specific engine braking performance (curve 25a) is already at low speeds n of the internal combustion engine 1 steeply increasing charge pressure PL (curve 27a), which adjusts by the inventive brake flap 12 with corresponding flow control function.
    As the diagrams clearly show, with the inventive brake flap arrangement upstream of the exhaust gas turbine, compared to a downstream of the exhaust gas turbine arranged brake flap, due to the significantly increased exhaust back pressure achieved a much higher engine braking performance, despite the significantly increased engine braking power to no higher thermal load of Internal combustion engine comes.
    Although the measured values have been determined on an internal combustion engine 1 with a gas-pressure-controlled decompression brake, they are equally relevant for internal combustion engines 1 with turbocharging and the use of a positively controlled decompression brake.
    REFERENCE SIGNS LIST 1 Internal combustion engine 2 Intake system 3 Exhaust system 4 Intake manifold 5 Throttle valve 6 Exhaust manifold 6a Connecting flange 7 Exhaust gas turbocharger 8 Exhaust gas turbine 8a Connecting flange 8b Inflow channel 8c Anformung 9 Compressor 10 Intake line 11 Exhaust line 12 Brake flap 13 Shaft 14 Holder 15 Actuator 16 Control piston 17 Lever 18 Engine control unit 19 Pressure sensor 20 Pressure sensor 21 Line 22 Bypass valve 23 Exhaust gas recirculation line 24 Exhaust gas recirculation valve 25 Brake power curve
    26 Exhaust back pressure PA curve
    27 Curve boost pressure PL 28 separate unit
    权利要求:
    Claims (15)
    [1]
    claims
    An engine braking device for an internal combustion engine in motor vehicles, in particular in commercial vehicles having an intake system, an exhaust system, internal combustion gas exchange valves, an exhaust gas turbocharger by means of at least one integrated in the exhaust system and the intake system exhaust gas turbocharger and an engine braking device, wherein the engine braking device at least one exhaust valve of the gas exchange valves influencing decompression brake and arranged in the exhaust system, the exhaust back-stagnant brake flap, characterized in that the brake flap (12) upstream and outside, preferably immediately upstream and outside of a turbine housing of an exhaust gas turbine (8) of the exhaust gas turbocharger (7) and arranged as a Beaufschlagung the exhaust gas turbine (8) is formed with a gas flow influencing Strömungsleitklappe.
    [2]
    2. Engine braking device according to claim 1, characterized in that the exhaust gas turbine (8), in particular a turbine housing of the exhaust gas turbine (8), with one, at least one, preferably over a plurality of cylinders of the internal combustion engine (1) with exhaust gas acted upon exhaust manifold (6 '. ) is fluidically coupled, wherein between the exhaust gas turbine (8) and the exhaust manifold (6 '), in particular between a turbine housing of the exhaust gas turbine (8) and the exhaust manifold (6'), and thus immediately upstream and outside of a turbine housing of the exhaust gas turbine (8) a the brake flap (12) having separate unit (28) is installed.
    [3]
    3. Engine braking device according to claim 1, characterized in that the exhaust gas turbine (8), in particular a turbine housing of the exhaust gas turbine (8), directly to one, via at least one, preferably via a plurality of cylinders of the internal combustion engine (1) with exhaust gas acted upon exhaust manifold (6 ) is mounted, and that the brake flap (12) in the region of the exhaust manifold (6) and thus immediately upstream and outside a turbine housing of the exhaust gas turbine (8) is arranged.
    [4]
    4. Engine braking device according to claim 2 or 3, characterized in that the brake flap (12) in the region of a connecting flange (6a) of a housing of the separate structural unit (28) or in the region of a connecting flange (6a) of the exhaust manifold (6), in particular on a connecting flange side wall portion of the housing of the separate assembly (28) or the exhaust manifold (6) is arranged, in particular pivotally in the region or on a connecting flange (6a) of the housing of the separate unit (28) or the exhaust manifold (6) to the exhaust gas turbine (8 ) is arranged so that it releases the exhaust gas cross-section in the open state and reduces the exhaust gas cross-section in the closed state.
    [5]
    5. Engine braking device according to one of the preceding claims, characterized in that the brake flap (12) in an open position, in particular in the fully opened state, at least with a free end region via the connecting flange (6a) also in the inflow channel (8b) of the exhaust gas turbine (8 ) protrudes.
    [6]
    6. Engine braking device according to one of the preceding claims, characterized in that in a multi-stage, in particular two-stage, the charge of the brake flap (12) upstream of a first exhaust gas turbine seen in the first exhaust gas turbocharger is arranged and / or that each flood of the exhaust gas turbine (8) Brake flap (12) is assigned.
    [7]
    7. Engine braking device according to one of the preceding claims, characterized in that the brake flap (12) in the engine braking mode (B) depending on the exhaust back pressure (PA) upstream of the brake flap (12) and / or dependent on the boost pressure (PL) in the intake system (2) Internal combustion engine (1) by means of a control and / or control device (18) is controlled.
    [8]
    8. An engine braking device according to claim 7, characterized in that for detecting the exhaust backpressure (PA) a sensor (20), in particular a pressure sensor, upstream of the brake flap (12) in the exhaust system (3) is arranged and / or that for detecting the boost pressure ( PL) a sensor (19), in particular a pressure sensor, downstream of a compressor (9) in the region of the intake manifold (19) is arranged.
    [9]
    9. An engine braking device according to claim 8, characterized in that the sensor (20) for detecting the exhaust back pressure (PA) is operatively arranged upstream of the brake flap (12), such that the sensor (20) remote and spaced from this upstream region is and via a upstream of the brake flap (12) into the exhaust system (3) opening line (21) connected to the upstream of the brake flap (12) region is connected, wherein it is preferably provided that this line (21) as, based on a Hochachsenrichtung, the sensor towards falling line (21) is formed.
    [10]
    10. Engine braking device according to one of the preceding claims, characterized in that for actuating the brake flap (12) by a control and / or regulating device, in particular of an electronic engine control unit (18), controlled electrical actuator is provided or alternatively, preferably pneumatically acted, actuator (15) and a valve connected to this is provided.
    [11]
    11. An engine braking device according to claim 10, characterized in that the control and / or regulating device, in particular the electronic engine control unit (18), at least one brake motor initiating the brake signal (B) and / or a load signal (a) and / or an exhaust gas back pressure ( PA) and / or a boost pressure (PL) in the intake system (4) can be supplied and are thus dependent on a required engine braking performance at least the position of the brake flap (12) is adjustable.
    [12]
    12. Engine braking device according to one of the preceding claims, characterized in that an exhaust gas recirculation from the exhaust system (3) to the intake system (4) with a, preferably electrically or pneumatically controlled, exhaust gas recirculation valve (24) in an exhaust gas recirculation line (23) is provided.
    [13]
    13. Engine braking device according to one of the preceding claims, characterized in that a decompression braking effect is controlled by the exhaust backpressure (PA) or that a decompression brake effect is superimposed by a valve control superimposed, preferably electrically or pneumatically or hydraulically controlled device.
    [14]
    14. A method for operating an engine brake device for an internal combustion engine in motor vehicles, in particular for an engine brake device according to one of the preceding claims, wherein the engine brake device, an intake system, an exhaust system, engine side gas exchange valves, an exhaust gas turbocharger by means of at least one in the exhaust system and the intake system integrated exhaust gas turbocharger and a Characterized in that the brake flap (12) upstream and downstream, preferably immediately upstream and outside, of a turbine housing of an exhaust gas turbine (12) has an engine brake device, wherein the engine brake device at least one exhaust valve of the gas exchange valves influencing decompression brake 8) of the exhaust gas turbocharger (7) is arranged and ei ne Strömungsleitklappe forms, by means of which the exhaust gas turbine (8) in dependence on the position of the B Remsklappe (12) is acted upon with a defined gas flow.
    [15]
    15. Vehicle, in particular commercial vehicle, with an engine brake device according to one of claims 1 to 13 and / or for carrying out a method according to claim 14.
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    同族专利:
    公开号 | 公开日
    AT516513B1|2016-06-15|
    US20160169128A1|2016-06-16|
    CN105822379A|2016-08-03|
    US10267238B2|2019-04-23|
    RU2015153191A3|2019-06-20|
    EP3034844B1|2019-05-15|
    RU2015153191A|2017-06-20|
    BR102015031170A2|2016-09-06|
    EP3034844A1|2016-06-22|
    RU2709893C2|2019-12-23|
    CN105822379B|2019-12-17|
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    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
    ATA908/2014A|AT516513B1|2014-12-15|2014-12-15|An engine braking device for an internal combustion engine and method for operating an engine braking device|ATA908/2014A| AT516513B1|2014-12-15|2014-12-15|An engine braking device for an internal combustion engine and method for operating an engine braking device|
    EP15003532.7A| EP3034844B1|2014-12-15|2015-12-11|Engine braking device for a combustion engine and method for operating an engine braking device|
    US14/966,553| US10267238B2|2014-12-15|2015-12-11|Engine braking device for a combustion engine and method for operating an engine braking device|
    RU2015153191A| RU2709893C2|2014-12-15|2015-12-11|Device for engine braking, operation method thereof and vehicle having same|
    BR102015031170A| BR102015031170A2|2014-12-15|2015-12-11|engine braking device for a combustion engine in automotive vehicles, method of operation and vehicle|
    CN201511036258.8A| CN105822379B|2014-12-15|2015-12-11|Engine brake device and method for operating an engine brake device|
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