Engine braking and / or exhaust during exhaust gas recirculation

专利摘要:
A method and apparatus are described for performing exhaust gas recirculation of variable timing for use during power generation and retardation of an internal combustion engine. Kinetic or energy is derived from engine components 120 and 50 and stored as potential energy 500. The stored energy is selectively supplied to the valve actuator 300 by an electronically controlled trigger valve 400. The valve actuator 300 may be a slave piston of a cylinder that responds independently to exhaust gas recirculation and compression delay hydraulics.
公开号:KR20000064835A
申请号:KR1019980707830
申请日:1998-02-03
公开日:2000-11-06
发明作者:즈데넥 마이스트릭；빈센트 핏지
申请人:디젤 엔진 리타더스 인코포레이티드；
IPC主号:

专利说明:

Engine braking and / or exhaust during exhaust gas recirculation
Decompressed engine retarders are well known in the art. The engine retarder is designed to temporarily convert a spark ignition or compression ignition type internal combustion engine into an air compressor. The decompression retarder reduces the kinetic energy of the engine by preventing the upward movement of the engine piston during the compression stroke. As the piston rises during the compression stroke, the gas trapped in the cylinder is compressed. The compressed gas inhibits the upward movement of the piston. When the piston is at the peak of its stroke, the exhaust valve opens to "release" the compressed gas. As the pressure in the cylinder is released, the piston cannot again capture the energy that was stored in the compressed gas during the subsequent expansion downward stroke.
In doing so, the engine generates delay power that causes the vehicle to slowly descend. This gives the driver better control of the vehicle. Properly designed and adjusted decompressed engine retarders can produce delay power, which is a significant portion of the power generated when the engine generates power. This type of decompression retarder reinforces the braking capability of the first braking system of the vehicle wheel. In doing so, these retarders can substantially extend the life of the first braking system of the vehicle wheel. The basic design of a decompressed engine delay system is described in Cummins US Pat. No. 3,220,392. The decompression engine retarder described in the Cummings patent employs a hydraulic system to control the operation of the exhaust valve to perform decompression operation. The hydraulic control system meshes with the existing engine valve operating system, ie the rocker arm of the engine.
When the engine is operated under power generation, the hydraulic control system of the decompression delay does not engage with the valve control system, so no compression relaxation operation occurs. When decompression delays are desired, the engine is not fueled and the hydraulic control system of the decompression brake meshes with the valve control system of the engine. The valve control system drives the decompression delay to produce decompression operations at the right time.
The hydraulic system of the decompression retarder is usually equipped with several components. When a delay is desired, normally the solenoid valve is actuated to supply engine oil to fill the hydraulic circuit of the decompression engine retarder. The main piston is usually engaged with the valve control system of the engine at the rocker arm. The main piston is in hydraulic engagement with the subordinate piston. The slave piston is connected to the exhaust valve of the engine. The rocker arm pushes the jupiter when the decompression delay is in operation. The movement of the main piston causes the slave piston to act, eventually opening the exhaust valve of the internal combustion engine at a point near the end of the compression stroke.
Most of the energy stored by the compression of gases in the cylinders is not recovered during subsequent engine expansion or power strokes. Instead, it is dissipated by the engine's exhaust and heat dissipation system. The decompression retarder causes the vehicle to slowly descend by dissipating the energy generated by the compression during cylinder filling.
It is usually a good idea to open the decompressed engine retarder as late as possible during the engine cycle. In this way, the engine is compressed more and more energy is dissipated through the decompression delay. However, delaying the opening of the exhaust valve in the decompression operation may place more load on the engine components that are generally important.
During the decompression operation, the force required to open the exhaust valve through the push tube and camshaft is returned through the hydraulic system. This puts considerable force on any engine component. If the timing is delayed long enough, the pressure in the cylinder may be large enough to exceed the ability of the decompression delay to properly open the exhaust valve.
Historically, engine manufacturers have wanted to minimize engine changes. As a result, the decompression retarder was originally an after-market product. Thus, the decompression delay needed to be designed to accommodate the movement of the engine's existing rocker arms without modification. Rocker arms that move close to the time when a decompression action is needed are typically selected to initiate an action that results in a decompression action. Far away exhaust or intake rocker arms of other cylinders that perform exhaust or intake at roughly the desired decompression time have been selected. In other cases, the fuel injector cam associated with the cylinder during the compression operation was selected. These design choices often needed to be compromised to some extent.
Decompression delays have experienced substantial and continuing commercial success in the market. Engine manufacturers have attempted to modify the engine's design to accommodate decompression engine retarders as well as to improve engine performance and efficiency. Engine manufacturers have also made modifications to engine components that can increase the decompression delay.
On the other hand, manufacturers have sought several new ways to improve the efficiency of their engines. Over the past three decades, environmental, safety and efficiency demands have advanced the technology of decompression engine delays. This change led to a number of engine changes. As engines become smaller and fuel economy gets better, the demands on the performance of the retarders also increase, requiring decompressed engine retarders to generate greater delay power under more stringent and limited conditions.
Another method of engine delay is exhaust braking, which places limitations on the exhaust system. This increases the back pressure in the exhaust system, making it difficult for the piston to push the gas out of the cylinder during the exhaust stroke.
The decompression retarder operates during the compression stroke of the engine, while the exhaust retarder operates during the exhaust stroke. Exhaust restrictions can also be imposed by many well-known means, such as butterfly valves or quillotine valves, for example. The exhaust restriction in place increases the gas pressure in the exhaust manifold. This hinders the flow of gas exiting the cylinder during the exhaust stroke. As the piston rises and empties the cylinder during the exhaust stroke, it is pushed in the face of higher pressure in the manifold than in the absence of a gas restrictor. This pressure pushes the cylinder and makes the vehicle move slowly. In addition, the higher pressure in the exhaust manifold means that not much air is forced out of the cylinder during the exhaust stroke. This results in more residual charge in subsequent intake strokes than when no exhaust restriction is imposed. In this way, the filling remaining in the cylinder is compressed. If a decompression retarder is also used in combination with the exhaust brake, the performance of the decompression retarder can be enhanced in subsequent compression strokes by high exhaust pressure.
Turbochargers are used in many engines to increase performance by increasing the amount of air into the cylinder during intake. However, using the exhaust limiter, the performance of the supercharger is suppressed, and the increased amount of air supplied to the intake side of the engine is greatly reduced. As a result, the decompression engine brake performance deteriorates very much.
As the market for decompressed engine retarders emerged and grew, the direction of technology development was directed to various targets by these multiple factors. These objectives are to ensure high retardation power from the decompression retarder, to lower the volume and mass of air that can be supplied to the cylinder through the intake system in some cases, to the intake and exhaust silencers, superchargers and / or exhaust brakes. The relationship (and sometimes interference) of various secondary or incidental devices, including
Increasingly, engine manufacturers have made changes to the design of engines that have improved the performance and reliability of decompressed engine retarders and have extended their operating parameters. Several techniques have also been incorporated into the engine to improve the engine's efficiency in generating power. For example, part of the exhaust gas can be recycled through the engine to achieve more complete combustion of the exhaust gas, thereby reducing emissions of any kind. Various methods for increasing the amount of exhaust gas supplied to the cylinder upon intake have also been investigated.
Exhaust gas recirculation systems are well known prior to the present invention. In most of these systems, however, part of the exhaust gas flow diverts from the downstream point of the exhaust manifold to the point on the intake side of the engine. While these technologies help control emissions, they require auxiliary equipment such as piping and control systems. This, in turn, only adds to the cost and complexity of the engine.
Ueno's Japanese Unexamined Patent Publication No. 63-25330 (February 1988), which was assigned to Isuzu Corporation as an engine brake for an internal combustion engine, describes a method of increasing the amount of gas supplied to a cylinder upon intake. have. Ueno installed additional protrusions or bumps on the cam to operate the exhaust valve. Ueno has installed an engine brake that increases the pressure of the exhaust gas in the exhaust manifold. Additional cam projections are opened near the end of the intake stroke by pushing the exhaust valve of the cylinder for decompression delay operation. At this time, the gas pressure in the cylinder is lower than the pressure in the exhaust manifold. This opening allows additional gas to enter the low pressure cylinder from the high pressure exhaust manifold upon intake and increases the amount of gas effective in the decompression delay in successive compression strokes.
As a method of increasing the exhaust brake power of an internal combustion engine, US Pat. No. 4,981,119 to Neitz et al. Describes a method of increasing the air charge to the cylinder by briefly opening the exhaust valve at the end of the intake stroke. . This increases the delay power resulting from the decompression operation. Knights' method is also performed in combination with exhaust braking.
A method and apparatus for braking an engine of a four-stroke internal combustion engine, which is described in Gobert et al. In US Pat. The method is described. In order to increase the amount of air trapped in the cylinder during compression, communication occurs between the combustion chamber and the exhaust system when the piston is located near the bottom dead center after the intake stroke.
However, none of these methods provide a solution to some problems of decompressed delay. Each of these has at least three basic limitations. First, both of these conventional methods require a change in engine cam contour. However, changing the cam profile is not suitable. Therefore, there is a need for an apparatus for achieving exhaust air recirculation in decompression delay and exhaust gas recirculation during power generation without requiring a change in cam contour. In particular, there is a need for a device that does not require any change in the movement of the valve train.
However, conventional devices use extra protrusions. This requires an extra lash that is assembled to the retarder device to operate the decompression retarder. Various devices exist to close these extra gaps, but these are complex hydraulic systems, usually requiring decompression delays or additional parts for the engine. Therefore, it is desirable to maintain the cam profile of an existing engine without making any use of extra protrusions, extra clearances or additional parts in the decompression retarder or engine. The inventors believe that this enhances the reliability of the decompression delay and exhaust gas recycle system.
Second, the prior art device describes or teaches how to optimize the operation of the exhaust valve during the intake and compression strokes in order to obtain the highest possible retardation power from the decompression operation without anything exceeding the mechanical limits of the engine. It is not suggesting. Conventional devices typically have significant dynamic or kinematic loads.
Third, the decompression delay is usually set to optimized and standardized power. However, the engine does not always run at a fixed speed and often runs at low speeds. Typically, when operating at low speeds, it is not possible to obtain a known delay performance based on a given speed.
Therefore, it is desirable to provide a method of controlling the braking system to fine tune the speed at which the engine is running. This is not possible with conventional methods including the above. There remains a significant need for a method of controlling the operation of the exhaust valve to increase efficiency and optimize decompression delay operation. There is a significant need for devices that can perform a wide range of engine operating parameters and conditions. In particular, there remains a need to "tune" the decompression delay system to optimize performance at lower operating speeds than at fixed speeds of the device.
A relatively large force must be applied to open the exhaust valve during compression. All known devices for supplying the power necessary to open the exhaust valve for exhaust air (and / or gas) recirculation and / or decompression braking derive the required power from components of the engine operating at a fixed engine speed. In general, solenoid switches cannot generate the necessary force. Even if this is possible, these switches will be unacceptable and too expensive to use in decompression delays. As noted above, known hydraulic systems fail to open the valve to optimize the decompression delay over the engine speed range.
Since the movement used to trigger the decompression action is derived from the engine components moving at the same time, the hydraulic system typically appears to be physically remote from the exhaust valve that must be opened to induce the movement for decompression motion in the engine. . For example, only rocker arms that move at the correct time to open the exhaust valve will be in another bank of the engine or at the other end of the engine block. The use of such a movement can be ruled out by the length of the hydraulic circuit (with its associated hydraulic followers). Instead, if another component located close to the associated exhaust valve is selected, it may move at a time that cannot be performed for decompression or exhaust gas recirculation valve operation.
Even if the assignee of the present application is the owner of several prior patents on devices that can alter the induced motion, none of these devices have sufficient control over the range of engine speeds to overcome this problem. US Patent No. 4,706,625 (November 17, 1987) to Meistrick for engine retarders with reset automatic clearance mechanisms; US Patent No. 5,161,501 to 1992 for self-fastening dependent pistons (1992) November 10), US Pat. No. 5,186,141 (February 16, 1993) to Custer for engine brake timing control mechanisms, and US Patent No. of Hu for compressor release retarder clip valves. 5,201,290, US Patent 4,949,751 to Decompression Retarders with Valve Motion Transducers, and US Patent Nos. 5,0406,918 and 5,485,819 to Joko on Internal Combustion Engines, all of which are incorporated herein by reference. It is cited as. Valve clearance adjustment devices for advancing the timing of valve opening are known prior to the present invention, but such devices may (i) open the valve early to close late and increase the rise distance, or (ii) open the valve late. It is limited to closing early and reducing the rise distance. These gap adjustment devices cannot independently control when the valves open and / or close or when the valves rise. Applicants believe that these factors are beneficial in achieving optimal valve opening for exhaust air and / or gas recirculation and decompression braking.
Moreover, the prior art gap adjusting device cannot be easily adjusted (or not adjusted at all) when the engine is in operation. In order to optimize engine braking over the engine speed range, it needs to be easily adjusted to change the timing of opening, closing and raising the valve during engine operation.
On the other hand, according to the present invention, there are various advantages that were impossible in the prior art apparatus. First, the present invention increases the charge trapped in the cylinder near the bottom dead center of the intake stroke. This charge is retained during subsequent compression strokes to enhance the decompression delay. Secondly, in the present invention, the passage for the exhaust air or the gas is substantially shorter than the device in which the exhaust gas is recycled through the intake portion of the engine. The recycle of the present invention is directed directly to the cylinder from the exhaust manifold rather than through a separate recycle circuit. Others were done as described above. Moreover, prior to the present invention exhaust gas recirculation was not conventionally applied to diesel engines. The inventors believe that the present invention overcomes various obstacles and problems that have not been solved by conventional methods and apparatus.
This application is filed on February 3, 1997 and co-pended with the United States Patent Office, entitled "Method and Apparatus for Exhaust Gas Recycling During Engine Braking and / or Power Generation Operation of Internal Combustion Engines." Part of the ongoing application of US 08 / 794,635. The specification of this US patent application is incorporated herein by reference.
The present invention relates to an engine braking system and an engine control and operating system for generating power in an internal combustion engine. In particular, the present invention relates to a method and apparatus for use in exhaust air recirculation for exhaust gas recirculation during engine braking and / or power generating operation of an internal combustion engine. The present invention recycles part of the engine exhaust to promote decompression braking of the engine or to control emissions during power generation.
DETAILED DESCRIPTION OF THE INVENTION The present invention will be described with reference to the following figures, in which like elements are denoted with the same reference numerals.
1 is a graph showing the movement of the exhaust (E) and intake (I) valves during a power generation operation without exhaust gas recirculation,
2 is a graph showing the movement of the exhaust (E) and intake (I) valves during the decompression delay operation without exhaust gas recirculation,
3 is a graph showing the valve lift operation and showing the movement of the exhaust (E) and intake (I) valves during the exhaust delay operation;
4 is a graph showing the valve lift operation and showing the movement of the exhaust (E) and intake (I) valves during the combination of the decompression delay and the exhaust delay operation;
FIG. 5 is a graph showing the movement of the exhaust (E) and intake (I) valves of the present invention during the exhaust gas recirculation and power generation operation, using the intake main piston for exhaust gas recirculation.
6 shows the use of an exhaust main piston for exhaust gas recirculation or an external factor for triggering a decompression delay operation, wherein the exhaust (E) and intake (I) valves of the present invention during the decompression delay operation with exhaust gas recirculation. Is a graph showing the motion of
7 is a graph showing the movement of the exhaust (E) and intake (I) valves of the present invention during power generation operation with exhaust gas recirculation in order to trigger the exhaust gas recirculation operation.
8 shows the use of an exhaust main piston for exhaust air recirculation operation or an external factor for decompression operation, the movement of the exhaust (E) and intake (I) valves of the invention during power generation operation with exhaust gas recirculation. Is a graph representing
9 is a schematic representation of a preferred embodiment of a common rail circuit for achieving this exhaust gas recirculation and opening the exhaust valve to achieve a decompression delay,
10-12 are cross-sectional views of the delay piston of the preferred embodiment of FIG. 9 in various operating modes for opening of the exhaust valve to obtain a decompression delay,
FIG. 13 is a cross-sectional view of the preferred embodiment of the slave piston subassembly of FIG. 9 showing the “off” state of the slave piston,
14 is a cross-sectional view of the preferred embodiment of the slave piston subassembly of FIG. 9 showing the "on" state of the slave piston,
15 is a cross-sectional view of the slave piston subassembly of FIG. 9 showing the slave piston release stroke with respect to the active state of the exhaust valve to obtain a decompression delay;
FIG. 16 is a cross-sectional view of the slave piston subassembly of FIG. 9 showing the slave piston decompression stroke in the transient movement mode operation of the device of FIG. 14;
FIG. 17 is a cross sectional view of the dependent piston subassembly of FIG. 9 showing the slave piston exhaust gas recirculation stroke relative to the activity of the exhaust valve to achieve exhaust gas recirculation; FIG.
18 is a cross-sectional view of the slave piston subassembly of FIG. 9 showing the exhaust gas recirculation stroke of the slave piston in the transient movement mode of the apparatus of FIG. 14;
FIG. 19 is a schematic diagram showing the operation of the preferred embodiment of the present invention for a conventional tandem six-cylinder four-stroke engine with an ignition sequence of 1-5-3-6-2-4; FIGS. 20 and 21 show the operation. It is a ticket,
FIG. 22 is a diagram of a modification of the apparatus of FIG. 9 employing two-way triggers rather than the three-way trigger shown in FIG. 9,
23 to 25 are cross-sectional views of delay pistons according to a variant of the invention in various modes of opening the exhaust valve for exhaust gas recirculation,
26 is a schematic diagram of a modification of the present invention employing an alternative decompression device,
27-29 are schematic diagrams of a delay piston assembly with a trigger valve subassembly of an alternative embodiment of the invention employing an alternative decompression device, each showing a trigger valve, trigger point, and total movement position in an " off "state; I show it,
30 is a cross-sectional view illustrating a modification of the slave piston subassembly of the present invention showing the slave piston in the "off" position,
FIG. 31 is a cross-sectional view showing a modification of the slave piston subassembly of FIG. 9 showing the decompression stroke of the slave piston; FIG.
32 is a cross-sectional view illustrating a modification of the slave piston subassembly of FIG. 9 showing the decompression stroke of the slave piston in the transient movement mode;
33 is a sectional view showing a modification of the slave piston of the present invention showing the exhaust gas recirculation stroke with respect to the action of the exhaust valve for exhaust gas recirculation,
34 is a cross-sectional view showing a modification of the slave piston of the present invention showing the exhaust gas recirculation stroke in the transient movement mode,
35 to 38 are graphs showing the relationship between the timing of the exhaust gas recirculation operation and the exhaust manifold pressure indicating the impact of the recirculation operation applied to the cylinder filler effective on the cylinder during compression;
39 is a graph showing the power generated by the preferred embodiment of the present invention by changing operating parameters to take advantage of the present invention while within engine design limits.
It is therefore an object of the present invention to provide a method and apparatus for recirculating exhaust gases during decompression braking.
Another object of the present invention is to provide a method and apparatus for recirculating exhaust gas during power generation.
It is a further object of the present invention to provide a method and apparatus for achieving exhaust gas recirculation during decompression delay and / or power generation operations of an internal combustion engine.
It is another object of the present invention to provide a method and apparatus for optimizing the magnitude of the exhaust gas recirculation operation for the decompression braking operation.
It is another object of the present invention to provide a method and apparatus for recirculating exhaust gas upon decompression delay and / or power generation of an engine without requiring a change in cam contour.
It is a further object of the present invention to provide a method and apparatus for improving the delay power by increasing the charge to the cylinder.
It is a further object of the present invention to provide a method and apparatus for controlling emissions by recycling exhaust gases to a cylinder of an engine.
Another object of the present invention is to provide a method and apparatus for selectively controlling the timing of valve opening, valve closing and valve rise during exhaust gas recirculation.
Another object of the present invention is to selectively and independently control the timing of valve opening, valve closing and / or valve raising during exhaust gas recirculation.
It is another object of the present invention to provide a method and apparatus for obtaining improved delay performance.
It is another object of the present invention to provide a method and apparatus for controlling exhaust gas temperature within engine design limits.
It is a further object of the present invention to provide a method and apparatus for optimizing the decompression delay behavior at an operating speed different from the fixed speed of the engine.
It is another object of the present invention to provide a method and apparatus for optimizing the operation of a decompression delay at a speed different from the speed set when the decompression delay is mounted.
It is yet another object of the present invention to provide a method and apparatus for optimizing the operation of a decompression delay without resetting the decompression delay manually.
It is yet another object of the present invention to provide a method and apparatus for obtaining a variable valve timing.
It is yet another object of the present invention to provide a method and apparatus for optimizing the timing of exhaust gas recirculation for power generation operations.
It is another object of the present invention to provide a method and apparatus for improving fuel economy and emissions control by optimizing the timing of exhaust gas recirculation operations for power generation operations.
It is yet another object of the present invention to provide a method and apparatus for optimizing the size of exhaust gas recirculation for power generation operations.
It is another object of the present invention to provide a method and apparatus for optimizing the timing of exhaust gas recirculation operation for decompression delay braking operation.
It is another object of the present invention to provide a method and apparatus for synchronizing exhaust gas recirculation with exhaust manifold pressure.
It is another object of the present invention to provide a method and apparatus for synchronizing exhaust gas recirculation with exhaust manifold pressure as a function of exhaust manifold temperature.
It is another object of the present invention to provide a method and apparatus for synchronizing exhaust gas recirculation with exhaust manifold pressure as a function of engine revolutions per minute.
It is a still further object of the present invention to provide a slave piston for driving the exhaust valve with a force derived from the exhaust gas recirculation circuit and / or the decompression delay operating system.
For purposes of explanation, the present invention will be described for use in a six-cylinder in-line engine. As an example, the device 10 is illustrated in FIG. 9 to describe a preferred embodiment of the present invention. The device 10 can be used in an internal combustion engine diesel engine 20 with one or more cylinders 40 and one or more exhaust valves per cylinder. The exhaust valve 30 is actuated by a cam or exhaust rocker arm 50. As embodied herein, the apparatus 10 includes exhaust gas recirculation means 200 and decompression delay means 100.
As an introduction, the inventor distinguishes between exhaust air recirculation and exhaust gas recirculation. Exhaust gas recirculation is commonly used in the art with respect to a method for returning exhaust gas to a cylinder. However, the inventor distinguishes between the term "exhaust air recirculation" and the term "exhaust gas recirculation" so that exhaust air recirculation is directed to a cylinder, especially before the gas excites the manifold, typically during decompression braking. By turning, the exhaust gas recirculation refers to any exhaust gas recirculation method, usually when generating power. As "exhaust gas recirculation" is a term used in industry, this term is used herein for convenience.
In a preferred embodiment, the apparatus 10 of the present invention includes decompression delay means 100 and exhaust gas recirculation means 200 as two generally independent subsystems for actuating the valve of the cylinder. These two subsystems cooperate in communication with the slave piston 300 to actuate the valve. Subsystems 100 and 200 may operate the same valve. However, the use of subsystems 100 and 200 to operate separate valves 30 is anticipated and considered within the spirit of the present invention. In this manner, the present invention can provide the energy or operation required to achieve exhaust gas recirculation during decompression delay and exhaust gas regeneration at power generation. This form and structure allows the two subsystems to operate independently and independently of each other as well as the engine components driving the energy and operation for exhaust gas recirculation and decompression operations. Thereby, not only the exhaust gas recirculation during the decompression braking operation but also the exhaust gas recirculation during power generation are achieved. This makes it possible to select the timing of decompression and exhaust gas recirculation according to engine parameters such as rpm and temperature.
During exhaust gas recirculation, the flow is backflowed from the exhaust manifold to the cylinder 40. This control of air flow generally affects the resulting mass filling into the cylinder at the beginning of intake and / or compression. When such mass filling becomes useful for the decompression delay during the subsequent compression stroke of the engine, it significantly determines the delay power available from the compression complete engine delay.
By controlling the timing and size of the exhaust valve opening during the exhaust gas recirculation operation, many advantages of the present invention can be obtained. First, the amount of filling contained in the cylinder and useful for the decompression operation can be increased or at least controlled. Secondly, engine temperature and other operating parameters can be maintained within design limits. Third, the amount of exhaust gas recycled can be controlled by changing the opening timing and size of the exhaust valve operated to achieve exhaust gas recirculation to obtain an optimum mixture of gas and recycled gas.
1 to 8 illustrating valve operation under various operating conditions of the engine. 1 shows the operation of an intake ("I") valve and an exhaust ("E") valve of an engine through one complete engine cycle (ie two full revolutions of the crankshaft). Exhaust valve lift distances are shown in FIGS. 1 to 8, respectively, and exhaust valve lift distances under the influence of the engine valve train are indicated by the letter E. FIG. Likewise, the intake valve rise distance under the influence of the engine valve train is indicated by the letter I. The rise distance of the exhaust valve actuated by a valve float, decompression delay, and exhaust gas recirculation is shown in the accompanying figures. 2 shows the operation of the exhaust and intake valves by the use of a decompression retarder without exhaust gas recirculation of the present invention. 3 and 4 show the exhaust valve operation when only the exhaust delay unit is used (FIG. 3) or in combination with the decompression delay unit (FIG. 4).
5-8 illustrate one mode of operation of the method and apparatus of the present invention. 5 shows the valve operation at the time of power generation together with the exhaust gas recirculation invention of the present invention. As shown in FIG. 5, the operation required to achieve the opening of the exhaust valve for exhaust gas recirculation is transmitted from the main piston cooperating with the intake valve train of the engine. 6 shows the valve operation by use of a decompression retarder in conjunction with the exhaust gas recirculation apparatus and method of the present invention. However, the timing of the exhaust gas recirculation operation has been changed to take advantage of the present invention. As in the case of FIG. 5, the apparatus shown in FIG. 6 employs an intake valve train operation that triggers an exhaust valve rise to achieve exhaust gas recirculation. However, the timing of the trigger is delayed to move the position of the exhaust gas recirculation operation during the engine timing cycle. Exhaust valve action to complete decompression braking is triggered by an exhaust valve train or external trigger of another cylinder.
The invention employing an independent trigger allows for modification of the starting point, the overall size of the rise distance and the end point of the exhaust gas recirculation valve rise. This allows the device to better control the flow of air and gas into the cylinder. Figure 7 shows the valve movement during power generation with the exhaust gas recirculation of the present invention. Fig. 7 shows at least some elasticity obtained by using the present invention. Unlike the case of FIG. 5 where the exhaust gas recirculation operation is expected to occur during the second half of the intake stroke, in some cases it is desirable for the exhaust gas recirculation to be advanced early in the engine cycle. Figure 7 shows the flexibility that can be tolerated by the present invention in changing the timing of the exhaust gas recirculation operation. In the embodiment shown in Fig. 7, the main piston in communication with the exhaust valve train is adopted as opposed to the case in Fig. 5, in which the exhaust valve is triggered by the main piston in communication with the intake valve train. The exhaust valve trigger is one of the earliest cycles that would be possible when using the intake valve trigger, leading to the timing of the exhaust gas recirculation operation.
8 shows the valve motion using the decompression retarder with exhaust gas recirculation of the present invention. As in FIG. 7, an exhaust valve driven for exhaust gas recirculation is made by the main piston in communication with the exhaust valve train. FIG. 8 shows that in addition to advancing the timing of the exhaust gas recirculation operation by the use of exhaust rather than the intake trigger, the timing may be delayed to complete the exhaust gas recirculation operation shown in FIG. 8.
9 shows a device 10 of the present invention.
10-12 show the delay piston assembly 700 of the exhaust gas recirculation means 200 of the present invention.
13-18 are cross-sectional views of a preferred embodiment of the slave piston assembly 300.
19 is a schematic of operation, and FIGS. 20 and 21 are operation tables for a conventional tandem six-cylinder four-stroke engine of an embodiment of the present invention having an ignition order of 1-5-3-6-2-4. will be. 19-21 show the relationship between the six-cylinder slave piston and the main piston during the decompression delay and the exhaust gas recirculation.
35-38 show the correlation between exhaust manifold pressure and exhaust valve rise timing to achieve exhaust gas recirculation of the present invention. The timing of the rise of the exhaust valve to achieve exhaust gas recirculation can be changed according to the desired result in engine performance. Depending on the timing of the exhaust gas recirculation opening, a variation in the magnitude of the exhaust manifold pressure may be used to control the exhaust gas flow to the cylinder. Depending on the profile of the exhaust manifold pressure at various times of the engine cycle, the leading or delayed exhaust gas recycle rise may result in more or less exhaust gas flowing into the cylinder upon intake. 35-38 show the interrelationships between the various points of the manifold pressure profile as the timing of the exhaust valve lift rises.
39 is a graph showing the power possible by the present invention at various operating speeds. In particular, FIG. 39 shows how the invention can be modified and the invention can be employed to achieve consistent high delay performance without limiting excessive valve train elements and changing the state of motion of the valve train. 39 shows the performance of the operating modes of the various devices at various rpm levels. Line A represents the associated performance of the decompression delay combined with the exhaust delay of the exhaust gas recycle of the present invention. The power generated by this form is relatively high even at low rpm levels. If the rpm value is allowed to increase, the exhaust temperature will exceed the engine operating limit.
Line B represents a modification of the same structure as Line A for accommodating such an engine limitation. The orifice of the exhaust retardation element was changed so that the orifice was large and the so-called exhaust manifold pressure was smaller. This reduction in exhaust gas pressure ensures that the total power loss manifested by the braking system remains within the engine manufacturer's design limits.
There is no exhaust limit in line C, but exhaust recirculation shows the performance of the built-in braking system. Once again, the delay power decreases at the same revolutions per minute, but this reduction allows the delay system to continue to operate at higher revolutions per minute while still within the engine manufacturer's design limits, and substantially less than equivalent equipment without exhaust gas recirculation. High power can be obtained.
FIG. 39 shows how the operation of the braking device of the present invention promotes delay performance at low rpm levels while giving elasticity to match the driver's demands at various engine speeds with the delayed power manifested by the present invention. .
It will be apparent to those skilled in the art that various changes and modifications can be made in the structure and form of the present invention without departing from the scope and spirit of the invention. For example, in the foregoing general description, the triggering device may be modified to trigger the operation of the exhaust valve so as to induce the operation used to achieve exhaust gas recirculation from the intake or exhaust valve according to the desired timing. The triggering device may also trigger the operation of one or more exhaust valves at the same time. In addition, the magnitudes of the opening, closing and valve lift distances can all be changed. Moreover, the delay system and its fine tuning, which are constrained to any particular rpm level, can be modified both to obtain the desired level of delay or to optimize the delay level at a particular rpm. The result is an improvement in the performance of fuel economy and emission control in the power generation mode. Accordingly, it is intended that the present invention cover various modifications of the invention, which fall within the scope of the appended claims and their equivalents. Preferred embodiments of the present invention, other embodiments of the apparatus 10 of the present invention, and various subsystems will now be described in detail.
In a preferred embodiment of the present invention, as shown in FIG. 9, the present invention includes (i) a means for inducing energy or motion from an engine 120 and (ii) an energy storage means 500 connected to the engine. And (iii) means for controlling the use of stored energy 400 connected to said energy storage means, and (iii) means for actuating valve movement with stored energy connected to said control means. Elements may be included.
The energy inducing means 120 from the engine can be any device capable of converting kinetic, thermal or electrical energy from the engine into a form of energy that can be stored for later use. For example, the energy inducing means 120 may include any device that converts the motion of an engine component (eg, cam, push tube, logger arm, etc.) into mechanical, hydrodynamic or hydraulic and / or motion or power. Can be.
The energy storage means 500 may comprise any device capable of storing energy in the form received by the energy induction means 120. If the energy received from the energy storage means 500 is in the form of mechanical or hydraulic pressure, the energy storage means 500 may be a chamber or plenum of pressurized hydraulic fluid. If the energy received is in the form of power, the energy storage means may be a battery, a driven flywheel or other power storage device.
The means 400 for controlling the use of stored energy may be any means capable of controlling the timing and / or amount of energy release from the energy storage means 500. If the energy is in the form of hydraulic force, the control means 400 may be a solenoid control trigger valve. If the energy is power, the control means may be an electric control circuit with a voltage and current required to open the engine valve, including a circuit which opens and closes at an optional period and guarantees an electrical signal transmitted from the control means. .
The valve movement actuating means 300 may be any electrical, mechanical or hydraulic means capable of opening the engine valve 30 using energy received from the energy storage means 500. The valve movement actuating means 300 is not limited to the opening of a single engine valve 30, and a plurality of valve actuations is also within the scope of the present invention.
Various changes in the structure and form of the present invention will be apparent to those skilled in the art without departing from the scope and spirit of the present invention. For example, the energy inducing means 120 and the means 400 for controlling the use of stored energy may be the same or different structures. In the embodiment shown in FIG. 9, the energy inducing means 120 and the means 400 for controlling the use of stored energy may be connected to form an integrated unit and may be considered within the scope of the present invention. The means 400 for controlling the use of stored energy is electronically actuated, as shown in FIG. 9, but it is contemplated that the means can be mechanically controlled. The important thing is that they are able to perform their functions independently. For example, the means 120 and 400 may be of the following structure or any combination thereof. Ie intake valve train (rocker arm, push tube, cam, hydraulic tappet or other components), exhaust valve train (rocker arm, push tube, cam, hydraulic tappet or other components), dedicated cam, injector train (rocker arm) , Push tubes, cams, hydraulic tappets or other components), external factors or any other suitable engine component that provides a suitable energy source. The inventors believe that it is better to use different structures for these two means 120, 400, but any suitable means that can be triggered at independent times may be considered part of the present invention. The inventor's own device is completely flexible. Therefore, triggering at a fixed time is also considered to be within the scope of the present invention.
In the preferred embodiment of the invention shown in FIG. 9, the compression mitigating means 100 is a "common rail" device for operating the exhaust valve 30 of the cylinder 40 in the compression stroke. (As described herein, the decompression means 100 of the present invention may alternatively consist of a standard decompression engine retarder of a type well known in the art, such as a traditional "Jack Brake" retarder. In a preferred embodiment of the invention, the decompression means 100 comprises an energy induction means 120, a valve drive means 300 and a delivery means.
As described herein, the energy inducing means 120 cooperates with the delivery means by supplying input in the form of kinetic or energy. The delivery means cooperates with the valve actuation means 300 which opens the valve 30.
As shown in FIG. 9, the delivery means may include a storage means 500, a trigger valve means 400 and a control means 600. The delivery means may comprise a conduit 312 and other passages that interconnect the storage means 500, the trigger valve means 400 and the slave piston 300. In a preferred embodiment of the present invention, the energy inducing means 120 is a main piston. In a preferred embodiment, the switch means 110 is a low pressure solenoid valve. The storage means 500 may be a plenum. The solenoid 110 is operated to fill the decompression means 100 with hydraulic fluid. Once the decompression means 100 is filled, motion is induced from the exhaust rocker arm 50 by the main piston 120. In particular, the main piston 120 pressurizes the hydraulic fluid to the reservoir 500 and supplies the hydraulic fluid. In receiving a signal from the control means 600, hydraulic fluid is discharged from the reservoir 500 to the slave piston 300 by the trigger valve 400. The delay piston 450 may be installed between the reservoir 500 and the trigger valve 400. Subsequently, the subordinate piston 300 causes the valve 30 to open near the top dead center of the cylinder compression stroke to perform decompression braking. The control means 600 programs and inputs to the control means 600 an optimum valve opening and closing timing provided according to various engine parameters such as revolutions per minute, temperature, and the like.
In a preferred embodiment of the present invention, as shown in FIG. 9, the exhaust gas recirculation means 200 is a device for operating the exhaust valve 30 of the cylinder 40. Unlike the decompression operation that occurs in compression of the top dead center, the exhaust gas recirculation operation occurs during intake or at the beginning of the expansion stroke.
In the preferred embodiment of the invention shown in FIG. 9, the exhaust gas recirculation means 200 comprises an energy inducing means 220, a slave piston 300 and a delivery means. As described herein, the energy inducing means 220 cooperates with the delivery means by supplying input in the form of motion and energy. The delivery means cooperates with the slave piston 300 which opens the valve 30.
As shown in FIG. 9, the delivery means includes an energy storage means 700, a trigger valve (eg, a high speed solenoid) 800, and a control means 600. In a preferred embodiment of the present invention, the energy inducing means 220 is a main piston. The switch means 210 is a low pressure solenoid valve. The energy storage means 700 is a delay piston subassembly. The high speed solenoid valve 800 is a trigger valve in three directions. The solenoid 210 is operated to fill the exhaust gas recirculation means 200 with hydraulic fluid. Once the exhaust gas recirculation means 200 is filled, energy is induced by the main piston 220 from the cam or valve train. In particular, the main piston 220 pressurizes and supplies hydraulic fluid to the delay piston subassembly 700. In receiving a signal from the control means 600, the trigger valve 800 discharges hydraulic fluid from the delay piston subassembly 700 to the slave piston 300. Subsequently, the slave piston 300 opens the valve at the intake of the cylinder or at the beginning of the compression stroke to allow exhaust gas recirculation to occur in the cylinder 40.
10 to 12 show cross-sectional views of a preferred embodiment of the energy storage means 700 of the present invention, following the embodiment shown in the accompanying drawings. In a preferred embodiment of the present invention, the energy storage means 700 is a delayed piston subassembly, which includes an energy storage means 770, a holding means 712 and a piston means 730. 10 shows delayed piston subassembly 700 in an "off" position. In that state, the piston means 730 is engaged with the energy storage means 770 but is not loaded to the left of the cooperating cavity formed in the body 701 of the delayed piston subassembly 700. It is moving.
As the piston means 730 is filled, hydraulic fluid from the main piston 220 is received in a port 750 formed in the delay piston body 701. The port 751 connects the delay piston subassembly 700 with the trigger valve 800 in three directions. As shown in FIG. 11, a high pressure hydraulic fluid hits the end of the piston means 730 and pushes it to the left. As the cavity 703 formed in the delayed piston subassembly 700 is filled with the high pressure hydraulic fluid through the port 750, the hydraulic fluid moves through the inner diameter 732 formed in the piston means. As the high pressure hydraulic fluid is continuously added, the piston means 730 pushes the retaining plate 740, the compression springs 771 and 772 of the energy storage means 770. Compression of the springs 771 and 772 continues until the flow of hydraulic fluid stops at the path end of the main piston 220. The gap 734 is in communication with the inner diameter 732. This structure is sufficient when the hydraulic fluid supplied to the delayed piston subassembly 700 is excessive (e.g., in case of failure of an electronic trigger to release the temporarily stored hydraulic fluid, as shown in FIG. 12). In order to prevent excessive movement. When the high pressure hydraulic fluid pushes the piston means 730 to the right, the inner diameter portion 732 receives the high pressure hydraulic fluid into the gap 734. However, the gap 734 is blocked by the wall of the piston body to which the piston means 730 moves. When the piston means 730 has traveled a distance sufficient to allow the gap 734 to escape the shoulder 702 formed inside the delay piston body 701, then a high pressure hydraulic fluid from the gap 734 into the cavity 704. Flows to prevent excessive movement of the piston means 730. Thus, the device is protected from damage.
It is apparent to those skilled in the art that the energy storage means 770 is not limited to the compression springs 771, 772. Hydraulic energy, gas, mechanical flat springs, and other compressible materials include, but are not limited to, other energy storage means capable of temporarily storing and releasing energy. Moreover, the energy storage means or delay piston subassembly 700 is not limited to the spring loaded assembly described above. It is contemplated that mechanical devices, electronic devices and other energy storage means capable of storing and releasing energy using, but not limited to, hydraulic fluids or gases are within the scope of the present invention. Accordingly, the invention is intended to embrace all such alterations and modifications as fall within the scope of the appended claims and their equivalents.
13-18 illustrate a preferred embodiment of the slave piston subassembly 300 of the present invention. Preferred embodiments of the slave piston subassembly of the present invention include a slave piston housing 350, an inner slave piston 360, an outer slave piston 370 and an internal relief valve spring 390. 13 shows that the dependent piston subassembly 300 is not operated by the exhaust gas recirculation means 200 through the conduit 322 or by the decompression delay means 100 through the conduit 312. The location is shown. In the " off " position, the inner and outer slave pistons 360, 370 are raised upward into the cavity 355 in the slave piston housing 350 by one or more springs 368 and / or 369 and springs 367, respectively. have. Low pressure hydraulic fluid is supplied from the decompression delay means 100 through the conduit 312. The inner relief valve spring 390 covers the relief valve clearance 371 formed in the outer slave piston 370 because the inner relief valve pin 380 is hung on the underside of the outer slave piston 370.
At the beginning of the decompression delay stroke, as shown in FIG. 15, high pressure hydraulic fluid is supplied to the top surface 372 of the outer subordinate piston 370 through the conduit 312. The high pressure hydraulic fluid pushes the outer slave piston 370 downward to adjoin the inner slave piston 360 and pushes the entire slave piston assembly 300 downward through the cavity 355. During the downward travel path, the plunger 340 moves with the outer subordinate piston 370 to close the relief valve clearance 371 as shown in FIG. 15.
In the preferred embodiment of the present invention, as shown in FIG. 16, the slave piston assembly 300 is also provided with means for preventing excessive movement. Although the plunger 340 moves downward with the outer subordinate piston 370, the stroke of the plunger 340 is limited. When the outer slave piston 370 moves downward through the cavity 355 a distance greater than the stroke of the plunger 340, the plunger 340 is a relief valve clearance formed in the top surface 372 of the outer slave piston 370. (371) is exposed. By exposing the relief valve clearance 371, the high pressure hydraulic fluid is moved through the relief valve clearance 371, thereby overcoming the internal relief valve spring 390 to move the internal relief valve pin 380 into the outer casing piston ( Push it away from the bottom side of 370). Subsequently, the high pressure hydraulic fluid penetrates the inner diameter portion 361 inside the inner casing piston 360 and passes the high pressure hydraulic pressure from the cavity 355 through the internal relief valve and the gaps 365 and 375 and the conduit 312. The fluid is released and moves to the engine lubrication system via the exhaust gas recirculation means 200. The above-described transient movement means prevents the inner slave piston 360 from moving excessive distance downwards during decompression. Thus, the device is prevented from supplying excessive hydraulic fluid which is not controlled during decompression.
In a preferred embodiment of the invention, the inner casing piston 360 also includes means for preventing excessive movement under the influence of the exhaust gas recirculation means 200. As described herein, high pressure hydraulic fluid is supplied from the exhaust gas recirculation means 200 to the conduit 322. The conduit 322 communicates with the gap 375 in the outer subordinate piston 370 such that the high pressure hydraulic fluid passes from the exhaust gas recirculation means 200 of the present invention via the gap 365 and the inner diameter 361. It is received in the slave piston 360. During the exhaust gas recirculation stroke, the outer subordinate piston 370 is disposed above the cavity 355. Only low pressure hydraulic fluid is supplied to the cavity 355 through the conduit 322 such that the outer subordinate piston 370 is positioned above the cavity 355. The high pressure hydraulic fluid is supplied to the exhaust gas recirculation means 200 of the present invention through the conduit 322. As described herein, the outer subordinate piston 370 is provided with an annular groove 374 communicating with the gap 735 and formed in the periphery thereof. The high pressure hydraulic fluid is received in the inner diameter portion 361 by conduits 322 in communication with the annular grooves 374, the gaps 375, 376 and acts on the inner casing piston 360.
As the high pressure hydraulic fluid is supplied to the inner casing piston 360 through the conduit 322, the annular groove 374 and the gap 375, the inner casing piston 360 is lowered in the outer casing piston 370. To move. When the high pressure hydraulic fluid is received inside the inner slave piston 360, the space between the upper portion of the inner slave piston 360 and the underside of the outer slave piston 370 expands as shown in FIG. 17. When the inner slave piston 360 slides in the outer slave piston 370, the inner relief valve spring 390 biases the inner relief valve pin 380 against the underside of the outer slave piston 370 to Close the relief valve gap 371.
Like the outer casing piston 370, the inner casing piston 360 also includes a means of limiting transient movement of the preferred embodiment of the present invention. A relief groove 377 is formed on the lower surface of the outer subordinate piston 370. When the inner slave piston 360 moves downward through the outer slave piston 370, the annular groove 364 of the inner slave piston 360 is the height of the cut relief groove 377 of the lower surface of the outer slave piston 370. Is reached, a communication is established between the space between the inner slave piston 360 and the outer slave piston 370 and the interior region of the slave piston subassembly 300 in which the springs 368 and 369 are disposed. Once the inner slave piston 360 moves down a distance sufficient to reach the top of the groove 377 of the outer slave piston 370, a high pressure hydraulic fluid is introduced into the conduit 322 through the interior of the inner slave piston 360. The communication is made to be discharged from), thereby preventing excessive movement of the inner slave piston 360.
In a preferred embodiment of the slave piston assembly 300 of the present invention, the slave piston assembly 300 is provided with means for providing a plurality of clearance mechanisms. A first clearance mechanism is shown in FIG. 13, where a gap 302 is present between the lower surface of the inner subordinate piston 360 and the actuation pin 30A. The first gap mechanism is used during the decompression delay operation in which the inner and outer subordinate pistons 360, 370 move together in the housing 350. The second gap mechanism is provided during exhaust gas recirculation. The inner slave piston 360 is provided with a face 366. When the low pressure hydraulic fluid enters the inner slave piston 360 through the grooves 374 and the gaps 365 and 375, the grooves 364 and the inner diameter portion 361, the inner slave piston 360 opens the spring 367. Overcome and move down. As shown in FIG. 14, the face 366 closes the gap 302 between the inner slave piston 360 and the actuating pin 36A. A gap or gap 303 is situated between the upper slave piston 370 and the inner slave piston 360. The closing amount of the gap 302 is the result of the difference between the gaps 302 and 303. The closing amount is equal to the difference between the gap 302 and the gap 303, and this difference is never smaller than zero.
The dependent piston assembly 300 described above is described in connection with the operation of a single valve 30. However, it is also contemplated that the plurality of valves operating simultaneously are also within the scope of the present invention. For example, the lower portion of the inner subordinate piston 360 may include a branched assembly that can operate in engagement with a plurality of valves.
It is apparent to those skilled in the art that the present invention is not limited to the use of compression springs in connection with the preferred embodiment of the slave piston subassembly. Without limitation, it may be replaced with other spring devices including hydraulic fluids, gases, mechanical flat springs and other compressible materials.
It will be apparent to those skilled in the art that various modifications and variations can be made in the present invention without departing from the scope and spirit of the invention. For example, subsystems 100 and 200 are combined into a single system. For example, subsystem 100 may be a conventional decompression retarder of the type sold under the name " Jake brake " or the improved methods and devices described herein or may be capable of decompression braking. It can be any other system that exists. Subsystem 200 may be modified to employ mechanical, electronic, magnetic, hydraulic, pneumatic means, or other means for transmitting and storing energy.
In the preferred embodiment of the present invention shown in FIG. 9, subsystems 100 and 200 may be combined into a single system. However, the subsystems 100 and 200 can be separated. Moreover, both systems 100 and 200 need not be present. While the specification mainly focuses on the preferred embodiments of the invention, the invention is not so limited. It is contemplated that each of these subsystems may be provided separately or alone in an internal combustion engine. These substitutions and variations are considered to be part of the present invention, respectively. Thus, it is intended that the present invention cover the modifications and variations of this invention provided they come within the scope of the appended claims and their equivalents.
In the following, the present invention will be described in greater detail with specific details of the various modes of operation.
Exhaust gas recirculation with decompression delay
The operation of the preferred embodiment of the present invention in which exhaust gas recirculation is during decompression braking will be described in detail. The fuel supply to the cylinder is stopped and the decompression delay means 100 is enabled.
As shown in FIG. 9, exhaust gas recirculation is initiated by operation of the low pressure solenoid valve 210. Hydraulic fluid is filled in the exhaust gas recirculation means 200 to cause the main piston 110 to supply hydraulic fluid to the energy storage means or the delay piston subassembly 700 in response to the movement of the rocker arm 60. As described above, the pressure rises in the delay piston subassembly 700. Upon receiving a signal from the control means 600, the trigger valve 800 discharges hydraulic fluid from the delay piston subassembly 700 to the slave piston 300. Subsequent piston 300 then causes valve 30 to open at the intake stroke or at the beginning of the compression stroke so that exhaust gas recirculation is achieved. Subsequently, the valve closes early so that the control means 600 sufficiently fills the cylinder during the compression stroke and is sufficient for decompression braking to occur.
Compression release braking is possible by operating the low pressure solenoid valve 110. The solenoid 110 causes the decompression delay means 100 to be filled with hydraulic fluid. Once the decompression means 110 is filled with hydraulic fluid, energy is induced from the exhaust rocker arm by the main piston 120. The main piston 120 follows and responds to the movement of the exhaust rocker arm 50, thereby pressurizing and supplying hydraulic fluid to the energy storage means or the reservoir 500. At this point, the trigger valve 400 is closed, so that the pressure in the reservoir 500 rises. The reservoir 500 is also equipped with a dump control valve, which hydraulically turns the system on and off. The energy storage means or reservoir 500 quickly reaches the working pressure. Upon receiving a signal from control means 600, trigger valve 400 discharges hydraulic fluid from reservoir 500 to housing 350 via high pressure conduit 312. The slave piston 300 is mounted to the housing 350. Upon receiving a fill of hydraulic fluid from the trigger 400, the slave piston 300 moves to push the valve 30 into the cylinder 40. In this way, the valve 30 is opened near the top dead center of the compression stroke of the cylinder. This opening causes decompression delay operation.
Compression was higher than otherwise, as a result of the exhaust gas recirculation operation prior to the decompression delay. The opening, timing of closing and the size of the valve opening can be respectively controlled by the control means 600. The exhaust gas back pressure in the exhaust manifold with decompression delay is different from that at power generation and there is a stronger pattern change. The timing and size of the exhaust gas recirculation operation can be changed to take advantage of this difference. This difference will be described in greater detail below with reference to the combination of braking that is best used.
It is apparent to those skilled in the art that the present invention is not limited to this preferred embodiment. For example, the preferred embodiment of the present invention has been described with reference to a "common rail" system. Standard Jake brake (hydraulic), various other known decompression retarders (based on the principles taught in US Pat. No. 3,320,392), and electronically controlled common rails (as described in US Pat. No. 4,706,624). Other decompression delay systems may also be used, such as electronically decompressed energy storage instead of mechanical), dedicated cams or any other suitable operating system for decompression delays. Thus, it is intended that the present invention cover all modifications and variations of this invention provided they come within the scope of the appended claims and their equivalents.
Exhaust gas recirculation with combined braking
As shown in Fig. 9, in a preferred embodiment of the present invention, exhaust gas recirculation is provided for combined braking, which employs both exhaust and decompression delays. In this mode of operation, the fuel supply to the cylinder is again stopped. Both compression relaxation delay means 100 and exhaust retarder 900 are possible.
As mentioned above, exhaust gas recirculation is initiated by the operation of the low pressure solenoid valve 210. Hydraulic fluid is filled in the exhaust gas recirculation means 200 such that the main piston 220 responds to the movement of the rocker arm 60, and the hydraulic fluid is pressurized and supplied to the delay piston subassembly 700. As described above, the pressure of the delay piston subassembly rises. Upon receiving a signal from the control means 600, the high speed solenoid valve 800 discharges hydraulic fluid from the delay piston subassembly 700 to the slave piston 300. Subsequent piston 300 then opens valve 30 at the intake stroke or at the beginning of the compression stroke to allow the exhaust gas to be recycled. The cylinder 600 is then sufficiently filled by the control means 600 during the compression stroke, so that the valve closes early enough to allow for the generation of decompression braking and / or selective control of the pressure in the exhaust manifold.
However, the operation of the exhaust brake can have a significant effect on the exhaust gas recirculation operation during compound braking. In particular, the exhaust brake can significantly increase the exhaust gas pressure trapped in the exhaust manifold. As a result, the difference between the exhaust manifold and the cylinder pressure during exhaust gas recirculation is quite large. More exhaust gas enters the cylinder than would be without the exhaust brake during exhaust gas recirculation.
In addition, the release of part of the back pressure from the exhaust manifold to the cylinder during exhaust gas recirculation typically lowers the pressure in the exhaust manifold, thereby reducing the efficiency of the exhaust brake. This drop in exhaust manifold pressure also alters the profile of the pressure in the exhaust manifold.
As described above, decompression braking is possible. In accordance with the present invention, any type of decompression delay may be used. For example, Jacob's retarder is shown in the figure. Solenoid 110 causes hydraulic fluid to fill compression relaxation delay means 100. The main piston 120 presses and supplies hydraulic fluid to the energy storage means or the reservoir 500 in response to the movement of the rocker arm. Upon receiving a signal from the control means 600, the trigger valve 400 discharges hydraulic fluid from the reservoir 500 into the subordinate piston subassembly 300 and opens the valve 30 near the top dead center of compression. As a result of the exhaust brake increasing the exhaust manifold pressure, the exhaust gas recirculation operation prior to decompression increases the air mass received in the cylinder. This raises the pressure of the cylinder higher than otherwise.
The size of the opening, closing timing and opening of the valve 30 may be controlled by the control means 600 respectively. The exhaust gas back pressure of the exhaust manifold when combined braking is higher and the pattern is different. The timing and size of the exhaust air recirculation operation can be changed to take advantage of this difference.
It is apparent to those skilled in the art that the present invention is not limited to this preferred embodiment. For example, a preferred embodiment of the decompression element of the present invention has been described with reference to a "common rail" system. Standard Jake brake (hydraulic), various other known decompression retarders (based on the principles taught in US Pat. No. 3,320,392), and electronically controlled common rails (as described in US Pat. No. 4,706,624). Other decompression delay systems may also be used, such as electronically decompressed energy storage instead of mechanical), dedicated cams or any other suitable operating system for decompression delays. Exhaust retarder elements can restrict butterfly valves, guillotine valves, superchargers (standard, variable or otherwise), bypass valves, waste gate flow controls or exhaust gas emissions. It may be any kind of exhaust restriction device, including other devices. The exhaust back pressure control can be variable or fixed. The exhaust restrictor can be used to change the exhaust manifold pressure. This allows additional control not only over the timing and degree of recirculation but also other operating parameters (such as temperature). Thus, it is intended that the present invention cover all modifications and variations of this invention provided they come within the scope of the appended claims and their equivalents.
Recycling Exhaust Gas at Power Generation
The operation of the preferred embodiment of the present invention where exhaust gas recirculation takes place during power generation of the engine will be described in detail. In most respects, the operation of the exhaust gas recirculation subsystem of the present invention for exhaust gas recirculation is substantially the same as the operation of the delay system. At power generation, all delay systems are disabled and the engine is fueled.
Referring again to FIG. 9, exhaust gas recirculation is initiated by operation of the low pressure solenoid valve 210. The low pressure solenoid valve 210 allows hydraulic fluid filling the exhaust gas recirculation means 200 to pass through the check valve 212. The main piston 220 follows the movement of the rocker arm 60 and pressurizes and supplies hydraulic fluid through the high pressure conduit 214. The main piston 220 pressurizes the hydraulic fluid to supply the delay piston subassembly 700. Check valve 216 prevents backflow of fluid from delay piston subassembly 700.
Delay piston subassembly 700 is connected to trigger valve 800 by high pressure conduit 720. At this point the trigger valve 800 is closed. As a result, hydraulic fluid is blocked in the delay piston subassembly 700. The pressure of the hydraulic fluid rises in the delay piston subassembly 700.
Upon receiving a signal from the control means 600, the trigger valve 800 discharges hydraulic fluid from the delay piston subassembly 700 to the housing 350 via the high pressure conduit 322. The slave piston subassembly 300 is mounted to the housing 350. Subsequently, the slave piston subassembly 300 opens the valve 30 during the intake stroke to allow exhaust gas recirculation. Subsequently, the trigger valve 800 closes the valve 30 early by the control means 600 such that the normal compression and power generation operation of the cylinder takes place. This allows some of the exhaust gas to be recycled to the cylinder to benefit from improved emissions control and other exhaust gas recycling.
It is apparent to those skilled in the art that the present invention is not limited to this preferred embodiment. 9, a preferred embodiment of the present invention has been described. The present invention can be used with or without any kind of decompression or exhaust delay as described above.
Optimization of the exhaust gas recirculation operation
35 to 37 show three examples (a, b, c) of exhaust gas recirculation operations (different times) as shown in FIG. 38 and an exhaust manifold during combined braking correlated with compression delay braking operation d. The trace of the pressure profile 1600 at is shown. The three exhaust gas recirculation operations a, b and c represent three possible times for a single exhaust gas recirculation operation as shown in FIGS. 35 to 37. If operation (b) indicates a standard time, operation (a) indicates that the valve operation is advanced, and operation (c) indicates the delay of the valve operation. 35-37, operation A occurs when the manifold pressure is lower than operation b. Operation (c) occurs when the manifold pressure is higher than operation (b). In this example, the timing and magnitude of the exhaust gas recirculation operation can be changed (advanced as in operation a or delayed in operation c) to use the exhaust manifold pressure profile.
For example, if high delay power is required, more gas may be recycled by delay and / or by increasing the magnitude of the exhaust gas recirculation operation, for example operation (c). This allows the system to use the higher exhaust manifold pressure possible at late crank angle times. This in turn improves the behavior of the compression release delay, causing the brake to generate higher delay power than otherwise. Likewise, if the engine operating condition is to rotate above a predetermined exhaust temperature level, the engine is cooled so that less exhaust gas circulates in advance of operation (a) so that proper combustion is achieved.
Alternatively, if low delay power is required, less gas can be recycled by advancing the timing of exhaust gas recirculation and / or reducing its size. This allows the system to use the lowest exhaust manifold pressure possible at earlier crank angle times. This in turn degrades the performance of the decompression delay, causing the brake to produce lower delay power than would otherwise be the case.
The amount of gas recycled to the cylinder for each operation (a, b, c) is proportional to the area under the manifold pressure plot 1600 that corresponds to the opening and closing of the valve for each operation (a, b, c). It is evident from FIG. 38 that operation (a) corresponds to region 1602 of FIG. 37 by advancing the valve operation, and operation (c) corresponds to region 1606 of FIG. 35 by delaying valve operation. . Since region 1606 is larger than region 1604 and region 1604 is larger than region 1602, the amount of gas recycled can be reduced by advancing the timing of valve operation and the amount of gas recycled by delaying valve operation can be reduced. It can be seen that it can increase. As a result, the intake gas and the recycled gas can be properly mixed. The area under the curve 1600 may be reduced or enlarged as a function of the duration of the opening of the exhaust valve 30 controlled by the trigger valve 800.
5 to 8, the timing of the exhaust gas recirculation operation may vary in response to the operation mode of the engine, that is, in response to the contrast between the engine power generation mode and the engine braking mode. During power generation, the exhaust gas recirculation operation can optionally be advanced even up to the point where it is fully performed within the main intake operation. During engine braking, the exhaust gas recirculation operation may be delayed to reduce the overlap between the exhaust gas recirculation and the intake operation. This reduction in overlap increases the gas mass charged to the cylinder by exhaust gas recirculation.
It will be apparent to those skilled in the art that various changes and modifications can be made in the control of opening, closing and size of the exhaust gas recirculation valve opening operation without departing from the scope and spirit of the invention. The embodiments described above with respect to FIGS. 35-38 are related to the particular profile shown. Instead, if the pressure peak precedes the exhaust gas recirculation operation, the inverse relationship is obtained. Likewise, if the profile is more irregular, comparable adjustments to opening, closing and size can be made.
Other modifications of the structure and function of the components of the present invention have been described above. Additional changes and modifications will be apparent to those skilled in the art. Thus, it is intended that the present invention cover all such modifications and variations as fall within the scope of the appended claims and their equivalents.
Variant
Looking at the embodiment shown in the accompanying drawings, Figure 22 is a schematic diagram showing a modification of the exhaust gas recirculation means 200. The exhaust gas recirculation means 200 employs a two-way trigger valve assembly 8000 and a modified energy storage means 7000.
23 to 25 show a cross section of a variant of the energy storage means 7000 of the present invention. In a variant of the invention, the energy storage means 7000 is a delay piston subassembly and comprises an energy storage means 770, a holding means 712 and a piston means 730. FIG. 23 shows that the delay piston subassembly 7000 is in the "off" position. In this position, the piston means 730 meshes with the energy storage means 770 but is not loaded and is moving to the left of the cooperating cavity 703 formed in the body 701 of the delayed piston subassembly 7000. .
In the modification of the present invention, the piston means 730 is provided with an annular groove 735 formed around the middle of both ends. The groove 735 is a hydraulic fluid conduit on the opposite side of the delay piston subassembly 7000 through an annular groove 735 in which the hydraulic fluid is formed in the body of the piston means 730 from the opening of the body 701 on one side of the piston means. (761).
Once the piston means 730 is filled, hydraulic fluid is received in the port 750 formed in the body 701 of the delay piston subassembly. The high pressure hydraulic fluid hits the end of the piston means 730 and pushes it to the right as shown in FIG. When the cavity 703 formed in the delay piston subassembly 7000 is filled with the high pressure hydraulic fluid through the port 750, the hydraulic fluid also moves through the inner diameter 732 formed in the piston means 730. As the high pressure hydraulic fluid continues to be added, the piston means 730 pushes the stopper plate 740 to compress the springs 771 and 772 of the energy storage means 770. Compression of the springs 771 and 772 continues until the main piston 220 stops supplying hydraulic fluid.
When hydraulic fluid flows by the bidirectional trigger valve assembly 8000 so that the slave piston subassembly 300 opens the exhaust valve 30, the piston means 730 begins to move to the left of the position shown in FIG. 23. . When the groove 735 begins to communicate with the gaps 760, 761, the hydraulic fluid flows through the gaps 760, 761 and flows toward the solenoid valve 210, so that the slave piston 300 causes the valve 30 to flow. Shrink to close.
When the high pressure hydraulic fluid pushes the piston means 730 to the right, the inner diameter portion 732 causes the high pressure hydraulic fluid to enter the gap 734. However, the gap 734 is occluded by the wall of the body 701 of the delay piston subassembly in which the piston means 730 moves. When the piston means 730 travels a sufficient distance such that the gap 734 leaves the shoulder 702 formed inside the main body 701 of the delayed piston subassembly, the high pressure hydraulic fluid is introduced into the cavity 734. 704, which prevents excessive movement of the piston means 730 as shown in FIG.
FIG. 26 shows a variant of the decompression delay means 100 according to the invention with a combined delay piston subassembly trigger piston means assembly 470. 27 to 29 illustrate delayed piston subassembly trigger valve assembly 470 in various modes of operation, each including a trigger position and an overall movement point in the " off " position. The delay piston subassembly trigger valve assembly 470 includes a port 471 that connects the valve assembly 470 with the subordinate piston subassembly 300 in fluid flow. The port 472 connects the valve assembly 470 to the main piston 120 in fluid flow. Port 473 connects the valve assembly to reservoir 500 in fluid flow. The valve assembly 470 includes a cavity 474 provided with a plunger 475 biased by a spring. One end of the plunger 475 includes a cavity 4751 in which a valve 476 is provided. The valve 476 is provided with a spring 4471, a piston 4472 and a spring-hung assembly 4703 and a retaining means 4764 surrounding the piston 4472. In the off position, as shown in FIG. 27, the piston 4472 covers the gap 4471 of the cover 477 to prevent communication between the slave piston subassembly 300 and the main piston 120. . In the off position, the end of the piston 4472 is in contact with the end of the cavity 4471 of the plunger 475.
When the hydraulic fluid pressurized and supplied by the energy inducing means 120 enters through the port 472 to fill the cavity 4472, the plunger 475 moves to the left as shown in FIG. 28. When the lower portion of the cavity 4471 is in contact with the end 4765 of the piston 4472, the piston 4472 begins to fall from the gap 4471. As the pressure in the cavity 4472 continues to increase, the springed assembly 4703 urges the piston 4472 to the position shown in FIG. 29. The plunger 475 then returns to the position shown in FIG. 27. At this point, the hydraulic fluid is no longer pressurized to the slave piston 300. Subsequently, the flow of the hydraulic fluid flows back, causing the slave piston 300 to contract, thereby closing the valve 30. Hydraulic fluid flows from the slave piston 300 through the port 471 to the cavity 4472, and the valve 476 presses the hydraulic fluid until the hydraulic fluid is pressurized again by the energy guiding means 120. And as a check valve to prevent backflow.
30 to 34 show a variant of the slave piston subassembly 3000 of the present invention. Variations of the slave piston subassembly 3000 of the present invention include a slave piston housing 350, an inner slave piston 360, an outer slave piston 370, an inner relief valve 380 and an inner relief valve spring 390. Included. 30 shows the slave piston subassembly 3000 in the " off " position where it is not operated either by the exhaust gas recirculation means 200 through the conduit 322 or by the decompression delay means 100 through the conduit 312. A subordinate piston subassembly 3000 is shown. In the "off" position, the inner and outer slave pistons 360, 370 are urged upwards of the cavity 355 in the slave piston housing 350 by one or more springs 368, 369, respectively. Low pressure hydraulic fluid is supplied from the compression release delay means 100 through the conduit 312. The inner relief valve spring 390 urges the inner relief valve pin 380 below the outer slave piston subassembly 370 to cover the relief valve gap 371 formed in the outer slave piston subassembly 370.
At the beginning of the decompression delay stroke, high pressure hydraulic fluid is supplied through conduit 312 to the top surface 372 of the outer subordinate piston 370, as shown in FIG. 31. The high pressure hydraulic fluid pushes the outer slave piston 370 downwards to abut the inner slave piston 360 and pushes the entire slave piston assembly 3000 downward through the cavity 355. During the downward travel path, the plunger 340 moves with the outer subordinate piston subassembly 370, closing the relief valve gap 371 as shown in FIG. 31.
In a variant of the invention, the slave piston subassembly 3000 is also provided with means for preventing excessive movement. The plunger 340 moves downward with the outer subordinate piston 370, but the plunger 340 has a limit of stroke distance. Once the outer slave piston 370 moves downward through the cavity 355 a distance longer than the stroke distance of the plunger 340, as shown in FIG. 32, the plunger 340 is the outer slave piston subassembly 370. Exposing a relief valve gap 371 formed on the top surface 372 of FIG. By exposing the relief valve clearance 371, the high pressure hydraulic fluid is moved through the relief valve clearance 371, overcoming the internal relief valve spring 390 to move the internal relief valve pin 380 of the outer subordinate piston 370. Push it away from the bottom. Subsequently, the high pressure hydraulic fluid is discharged from the cavity 355 through the inner relief valve and the gaps 365 and 375, thereby moving through the inner diameter portion 361 and the gap 365 of the inner slave piston 360. The aforementioned transient movement means prevents the outer subordinate piston 370 from moving excessive distance downwards.
In a variant of the invention, the inner casing piston 360 also includes means for preventing excessive movement under the influence of the exhaust gas recirculation means 200. As described herein, high pressure hydraulic fluid is supplied from the exhaust gas recirculation means 200 to the conduit 322. The conduit 322 communicates with the gap 375 of the outer subordinate piston 370 such that high pressure hydraulic fluid enters the inner subordinate piston 360 from the exhaust gas recirculation means 200 of the present invention. During the exhaust gas recirculation stroke, the outer subordinate piston 370 lies on top of the cavity 355. Only low pressure hydraulic fluid is supplied to the cavity 355 through the conduit 312 so that the outer subordinate piston 370 stays on top of the cavity 355. High pressure hydraulic fluid is supplied from the exhaust gas recirculation means 200 of the present invention through the conduit 322. As described herein, the outer subordinate piston 370 is provided with an annular groove 374 formed around it in communication with the gap 375. The high pressure hydraulic fluid received by the conduit 322 communicates with the annular groove 374 and the gap 375 and impinges on the inner slave piston 360.
As the high pressure hydraulic fluid is supplied to the inner casing piston 360 through the conduit 322, the annular groove 374 and the gap 375, the inner casing piston 360 is lowered in the outer casing piston 370. Go to. When the high pressure hydraulic fluid is received inside the inner slave piston 360, the upper portion of the inner slave piston 360 moves downward to move away from the underside of the outer slave piston 370. As the inner slave piston 360 slides downward in the outer slave piston 370, the inner relief valve spring 390 forces the inner relief valve pin 380 down the outer slave piston 370, thereby Close the relief valve gap 371.
Like the outer casing piston 370, the inner casing piston 360 also includes a transient movement limiting means of a variant of the invention. Several grooves 376 are formed in the bottom of the outer subordinate piston 370. The inner casing piston 360 also has an annular groove 364 formed therein to communicate with the gap 365. As the inner slave piston 360 moves downward through the outer slave piston 370, the annular groove 364 of the inner slave piston 360 is cut into the groove 376 at the bottom surface of the outer slave piston 370. Reaching the bottom height of, communication occurs between the space between the inner slave piston 360 and the outer slave piston 370 and the interior region of the slave piston subassembly 3000 on which the springs 368 and 369 are disposed. Once the lower shoulder of the inner slave piston 360 moves downwards enough distance to reach the upper base of the cut groove in the lower surface of the outer slave piston 370, the high pressure hydraulic fluid flows from the conduit 322 to the inner slave piston. By communicating so as to be discharged through the gap 365 and the interior of the 360, excessive movement of the inner slave piston 360 is prevented.
It will be apparent to those skilled in the art that various changes and modifications can be made in the structure and form of the present invention without departing from the scope and spirit of the invention. Some variations have been discussed earlier. Others are apparent to those skilled in the art. For example, some described embodiments have been described for in-line six-cylinder engines. Number of cylinders (1, 4, 8, 10 or other cylinders), type (V type, series or other), intake (natural intake, supercharge), cooling (air or water cooling) or other basic engine parameters May all be different.
Control of the compression stroke of engine pistons, such as for example the Miller cycle (as described in US Pat. Nos. 4,424,790 and 5,549,095), is well known. The invention, which includes all its variations and modifications, intends to use a Miller Cycle or Miller Cycle engine.
Furthermore, the means for controlling energy use means 120 and the means 400 for controlling the use of stored energy may comprise a delay piston subassembly, exhaust valve train (rocker arm, push tube, cam, hydraulic tappet or Miscellaneous elements), other types of structures or any other such as dedicated cams, injector trains (rocker arms, push tubes, cams, hydraulic tappets or other elements), internal factors or other suitable engine components that provide a suitable energy source. May be a combination. Although the present inventors believe that it is appropriate to use these two means 120. 400 and other structures at present, any suitable means capable of triggering at independent times is considered part of the present invention. Accordingly, the present invention is intended to embrace all such alterations and modifications, which are intended to fall within the scope of the appended claims and their equivalents.
In addition, while the present invention has been described with respect to a single valve, any number of valves may be mounted to the cylinder in accordance with the present invention. It is intended that the present invention cover such modifications and variations as fall within the scope of the appended claims and their equivalents.

权利要求:
Claims (86)
[1" claim-type="Currently amended] An internal combustion engine having at least one cylinder and a valve coupled to the cylinder, wherein the exhaust gas recirculation apparatus recirculates the exhaust gas to the cylinder irrespective of the operation of the engine component from which the energy for exhaust gas recirculation is induced,
Means for deriving energy from the engine component;
Storage means connected with the energy inducing means to store induced energy as potential energy;
Valve actuating means for opening one or more valves in response to the release of energy from the storage means to allow exhaust gas to be recycled to the cylinder;
Energy transfer means for selectively releasing stored energy to the valve actuation means by connecting between the storage means and the valve actuation means.
Exhaust gas recirculation apparatus comprising a.
[2" claim-type="Currently amended] The exhaust gas recirculation apparatus of claim 1, wherein the exhaust gas recirculation occurs while the fuel supply to the engine is stopped such that the exhaust gas is recirculated.
[3" claim-type="Currently amended] The exhaust gas recirculation apparatus of claim 1, wherein the exhaust gas recirculation occurs while continuing to supply fuel to the engine.
[4" claim-type="Currently amended] The exhaust gas recirculation apparatus according to claim 2, further comprising decompression delay means, wherein the exhaust gas recirculation is performed in combination with the decompression delay.
[5" claim-type="Currently amended] The exhaust gas recirculation apparatus according to claim 4, wherein the exhaust gas recirculation apparatus and the decompression means are included in the same means.
[6" claim-type="Currently amended] 3. An exhaust gas recirculation apparatus according to claim 2, further comprising means for exhaust braking, wherein said exhaust gas recirculation is performed in combination with exhaust braking.
[7" claim-type="Currently amended] 7. An exhaust gas recirculation apparatus according to claim 6, further comprising decompression delay means, wherein said exhaust gas recirculation and exhaust braking are performed in combination with a decompression delay.
[8" claim-type="Currently amended] 2. The apparatus of claim 1, wherein said energy transfer means comprises control means for determining an optimum valve actuation time for at least one operation selected from the group consisting of an exhaust gas recirculation operation and a decompression delay operation. Valve operation is performed in response to a signal from said control means.
[9" claim-type="Currently amended] 2. The exhaust of claim 1 wherein said energy transfer means comprises control means for determining an optimum valve lift amount for at least one valve action selected from the group consisting of an exhaust gas recirculation operation and a decompression delay operation. Gas recirculation unit.
[10" claim-type="Currently amended] The exhaust gas recirculation apparatus of claim 1, wherein the engine component is coupled to an intake valve of the cylinder.
[11" claim-type="Currently amended] The exhaust gas recirculation apparatus of claim 1, wherein the engine component is coupled to an exhaust valve of the cylinder.
[12" claim-type="Currently amended] The exhaust gas recirculation apparatus of claim 1, wherein the engine component is a cam.
[13" claim-type="Currently amended] The exhaust gas recirculation apparatus of claim 1, wherein the engine component is a rocker arm.
[14" claim-type="Currently amended] The exhaust gas recirculation apparatus according to claim 1, wherein the exhaust gas recirculation of a variable timing is provided.
[15" claim-type="Currently amended] 15. The exhaust of claim 14, wherein said energy transfer means comprises means for controlling the release of energy stored in said valve actuating means to open one or more valves to provide variable timing exhaust gas recirculation. Gas recirculation unit.
[16" claim-type="Currently amended] An internal combustion engine having at least one cylinder and a valve coupled to the cylinder, comprising: an exhaust gas recirculation apparatus for recirculating exhaust gas into the cylinder irrespective of the operation of engine components,
Decompression means for opening said at least one valve near the top of the cylinder compression stroke to effectuate a pressure release delay;
Exhaust gas recirculation means for opening said at least one valve for recirculating the exhaust gas to said cylinder,
Valve actuating means for cooperating with the decompression means and the exhaust gas recirculation means to open the at least one valve
Exhaust gas recirculation apparatus comprising a.
[17" claim-type="Currently amended] 17. The exhaust gas recirculation apparatus of claim 16, wherein fuel efficiency is enhanced when the engine is in power generation mode.
[18" claim-type="Currently amended] 17. The exhaust gas recirculation apparatus of claim 16, wherein exhaust control performance is improved when the engine is in power generation mode.
[19" claim-type="Currently amended] 17. The apparatus of claim 16, further comprising a second valve and a second valve actuation means, wherein the decompression means actuates one or more of the valves, and the exhaust gas recirculation means actuates the remaining ones of the valves. Exhaust gas recirculation apparatus, characterized in that.
[20" claim-type="Currently amended] 17. An exhaust gas recirculation apparatus according to claim 16, wherein said decompression means is inoperable when said engine is in power generation mode.
[21" claim-type="Currently amended] 17. The exhaust gas recirculation apparatus of claim 16, wherein the exhaust gas recirculation and decompression delay is performed in combination with exhaust braking.
[22" claim-type="Currently amended] 17. An exhaust gas recirculation apparatus according to claim 16, wherein said decompression means is inoperable when said engine is in a braking mode and said exhaust gas recirculation is performed in combination with exhaust braking.
[23" claim-type="Currently amended] 17. The exhaust gas recirculation apparatus according to claim 16, wherein the exhaust gas recirculation of the variable timing is performed.
[24" claim-type="Currently amended] In an internal combustion engine, a valve opening device for opening one or more engine valves for exhaust gas recirculation at both power generation and engine delay,
Jupiston means responsive to movement of engine components,
Energy storage means for storing energy derived from the movement of the engine component in response to the main piston means;
Trigger valve means coupled to the energy storage means for selectively releasing stored energy independently of the motion of the engine component;
Connected to the trigger valve means, including dependent piston means for opening the one or more valves in response to the stored energy released by the trigger valve means,
Said trigger valve means releasing energy stored in said slave piston means independently of the movement of said engine component.
[25" claim-type="Currently amended] 25. A valve opening apparatus according to claim 24, wherein the exhaust gas recirculation operation occurs in each engine cycle by opening the one or more valves.
[26" claim-type="Currently amended] 25. The valve opening device of claim 24, wherein the decompression delay operation occurs in each engine cycle by opening the one or more valves.
[27" claim-type="Currently amended] 25. The valve opening device of claim 24, wherein the opening of the one or more valves results in one or more exhaust gas recirculation and decompression operations in each engine cycle.
[28" claim-type="Currently amended] 25. The valve opening device of claim 24, wherein the exhaust gas recirculation of the variable timing occurs.
[29" claim-type="Currently amended] 1. An internal combustion engine, comprising: a valve opening device for opening one or more engine valves for selective exhaust gas recirculation at both power generation and engine delay, comprising decompression means for engine delay and exhaust gas recirculation means,
The decompression means,
First main piston means responsive to movement of the engine component,
Reservoir means in communication with the jupitstone means for storing energy derived from the movement of the jupitstone;
A first trigger valve means in communication with said reservoir for selectively releasing said stored energy,
The exhaust gas recirculation means,
Second main piston means responsive to movement of the engine component,
Delay piston means in communication with the second main piston means for storing energy derived from the movement of the second main piston means;
Second trigger valve means in communication with said delay piston means for selectively releasing said stored energy from said delay piston means;
And cascade piston means in communication with the first and second trigger valves to open the one or more valves in response to the release of the stored energy,
The one or more valves are opened in response to the stored energy released by the first trigger valve to effect a decompression delay, and wherein the one or more valves are configured to the stored energy released by the second trigger valve. And the exhaust gas recirculation operation is performed by opening in response.
[30" claim-type="Currently amended] 30. The valve opening device of claim 29, wherein the first and second trigger valve means are electronically controlled.
[31" claim-type="Currently amended] 30. A valve opening apparatus according to claim 29, wherein said first trigger valve means comprises a multidirectional trigger valve for selectively communicating between any two of the group consisting of said reservoir means and said subordinate piston means. .
[32" claim-type="Currently amended] 30. The multidirectional trigger valve of claim 29, wherein the second trigger valve means is a multidirectional trigger valve for selectively communicating between any two of the group consisting of the second main piston means, the delay piston means and the subordinate piston means. Valve opening device, characterized in that made.
[33" claim-type="Currently amended] An internal combustion engine, comprising: a valve opening device for selectively opening one or more cylinder valves by using energy derived from the engine,
Energy inducing means from the engine provided with an energy input and an energy output from the engine,
Energy storage means having an energy input and an energy output coupled to the energy output of the energy inducing means, for storing energy received from the energy inducing means;
Control means having an energy input and an energy output connected to the energy output of the storage means, for controlling the use of energy stored in the storage means in the valve actuation means;
An energy input connected to the control means and a connection part connected to the one or more valves, including opening means for opening one or more cylinders using energy received from the control means,
And said at least one valve is opened using energy derived from an engine and delivered to said opening means through said valve opening device.
[34" claim-type="Currently amended] 34. A valve opening device according to claim 33, wherein said energy inducing means consists of a hydraulic piston for converting the movement of an engine component into hydraulic pressure.
[35" claim-type="Currently amended] 34. The valve opening device of claim 33, wherein the energy storage means comprises a reservoir for storing hydraulic fluid under pressure.
[36" claim-type="Currently amended] 36. A valve opening device according to claim 35, wherein said control means for controlling the use of energy consists of an electronically controlled hydraulic valve.
[37" claim-type="Currently amended] 37. A valve opening device according to claim 36, wherein the opening means of the cylinder valve is hydraulically actuated and consists of a slave piston which converts the hydraulic pressure into a linear motion used to open one or more valves.
[38" claim-type="Currently amended] 34. A valve opening device according to claim 33, wherein said energy is electrical energy.
[39" claim-type="Currently amended] 34. The valve opening device of claim 33, wherein the energy is mechanical energy.
[40" claim-type="Currently amended] In a method of operating an internal combustion engine in a power generating mode and a braking mode,
Deriving energy from engine components,
Temporarily storing the energy;
A method of operating an internal combustion engine, characterized in that it is improved through exhaust gas recirculation comprising the step of selectively supplying said energy to means for opening one or more valves to effect variable time exhaust gas recirculation.
[41" claim-type="Currently amended] 41. The method of claim 40, further comprising providing a decompression delay with the exhaust gas recycle, wherein providing the decompression delay comprises:
Deriving energy from the second engine component,
Temporarily storing the energy;
Selectively supplying said energy to a means for opening said at least one engine valve to effect a decompression delay.
[42" claim-type="Currently amended] 42. The method of claim 41 further comprising an exhaust braking step in which the exhaust gas recirculation and the decompression delay are combined.
[43" claim-type="Currently amended] 41. The method of claim 40 further comprising the step of providing exhaust braking combined with the exhaust gas recirculation.
[44" claim-type="Currently amended] In an exhaust valve actuator of an internal combustion engine, which is selectively operated and is provided with an exhaust valve capable of providing variable timing exhaust gas recirculation and decompression braking to the engine cylinder,
A chamber having an upper wall and a side wall and filled with a fluid,
A two-pronged piston slidably disposed in the chamber along the side wall and provided with an upper portion and a lower portion with shoulders engaged with each other to apply pressure to the other;
A first port of the chamber upper wall for supplying a fluid to the first space between the chamber upper wall and the upper piston;
A second port on the side wall of the chamber for supplying a fluid to a second space between the piston top and the piston bottom;
An expansion member for transmitting a force between the lower piston and the exhaust valve located outside the chamber;
Spring means for biasing the piston in a direction compatible with the closing direction of the exhaust valve,
Supplying fluid to the first space to open the exhaust valve by moving the piston upper, lower, and expansion members downward;
Exhaust valve actuator, characterized in that the exhaust valve is opened by supplying fluid to the second space to move the piston lower portion and the expansion member downward.
[45" claim-type="Currently amended] 45. The exhaust valve actuator of claim 44, further comprising a passage in the upper portion of the piston for supplying fluid between the second port and the second space.
[46" claim-type="Currently amended] 45. The exhaust valve actuator of claim 44, wherein the piston bottom is slidable inside the hollow above the piston.
[47" claim-type="Currently amended] 45. The valve actuator of claim 44, further comprising means for adjusting the highest position in the chamber reachable by the piston.
[48" claim-type="Currently amended] 45. The valve actuator of claim 44, wherein the first port is connected to a decompression hydraulic system and the second port is connected to an exhaust gas recirculation hydraulic system.
[49" claim-type="Currently amended] An exhaust gas recirculation apparatus for recirculating exhaust gas to at least one cylinder of an internal combustion engine having at least one cylinder and a valve coupled to the cylinder,
Energy inducing means for inducing energy from components of the engine;
Storage means in communication with the energy inducing means for storing the induced energy as potential energy;
Valve actuating means for opening one or more valves in response to the energy released from the storage means to recycle exhaust gas into the cylinder;
An energy transfer means communicating with said storage means and said valve actuating means to selectively release said stored energy to said valve actuating means, comprising a trigger valve means
Exhaust gas recirculation apparatus comprising a.
[50" claim-type="Currently amended] 50. The exhaust gas recirculation apparatus of claim 49, wherein the exhaust gas recirculation occurs while the fuel supply to the engine is stopped such that the exhaust gas is recirculated.
[51" claim-type="Currently amended] 50. The exhaust gas recirculation apparatus of claim 49, wherein the exhaust gas recirculation occurs while the fuel supply to the engine is stopped such that the exhaust gas is recirculated.
[52" claim-type="Currently amended] 51. An exhaust gas recirculation apparatus according to claim 50, further comprising decompression delay means, wherein said exhaust gas recirculation is performed in combination with a decompression delay.
[53" claim-type="Currently amended] 51. The exhaust gas recirculation apparatus of claim 50, further comprising exhaust braking means, wherein the exhaust gas recirculation is performed in combination with exhaust braking.
[54" claim-type="Currently amended] 54. An exhaust gas recirculation apparatus according to claim 53, further comprising decompression delay means, wherein said exhaust gas recirculation and exhaust braking are performed in combination with a decompression delay.
[55" claim-type="Currently amended] 51. The apparatus of claim 50, wherein the energy transfer means further comprises control means for determining an optimum valve actuation time for at least one valve action selected from the group consisting of an exhaust gas recirculation action and a decompression delay action,
And said at least one valve action is performed in response to a signal from said control means.
[56" claim-type="Currently amended] 51. The apparatus of claim 50, wherein said energy transfer means further comprises control means for determining an optimum valve lift distance for at least one valve action selected from the group consisting of an exhaust gas recirculation operation and a decompression delay operation.
And said at least one valve action is performed in response to a signal from said control means.
[57" claim-type="Currently amended] An exhaust gas recirculation apparatus for recirculating exhaust gas to at least one cylinder of an internal combustion engine having at least one cylinder and a valve coupled to the cylinder,
Decompression means for performing the decompression delay by opening the at least one valve near the top dead center of the compression stroke of the cylinder;
Exhaust gas recirculation means for recirculating exhaust gas to the cylinder by opening the at least one valve;
And valve operating means for cooperating with said decompression means and said exhaust gas recirculation means to open said at least one valve.
[58" claim-type="Currently amended] 59. The apparatus of claim 57, further comprising a second valve and a second valve actuating means, wherein the decompression means actuates one of the valves, and the exhaust gas recirculation means actuates another of the valves. Exhaust gas recirculation apparatus.
[59" claim-type="Currently amended] 58. An exhaust gas recirculation apparatus according to claim 57, wherein said decompression means is inoperable when the engine is in power generation mode.
[60" claim-type="Currently amended] 59. The exhaust gas recirculation apparatus of claim 57, wherein the exhaust gas recirculation and decompression delay is performed in combination with exhaust braking.
[61" claim-type="Currently amended] 59. An exhaust gas recirculation apparatus according to claim 57, wherein said decompression means is inoperable when said engine is in a braking mode, and said exhaust gas recirculation is performed in combination with exhaust braking.
[62" claim-type="Currently amended] An internal combustion engine, comprising: a valve opening device for opening one or more valves of an engine to achieve exhaust gas recirculation upon power generation and engine delay,
Jupiston means responsive to movement of engine components,
Energy storage means responsive to the movement of the main piston means for storing energy derived from the movement of the engine component;
A trigger valve means in communication with said energy storage means for selectively releasing said stored energy;
And cascade piston means in communication with said valve actuating means for opening said at least one valve in response to said stored energy released by said trigger valve means,
Said trigger valve means releasing said stored energy to said slave piston means.
[63" claim-type="Currently amended] 63. The valve opening device of claim 62, wherein the exhaust gas is recycled in each engine cycle by opening the one or more valves.
[64" claim-type="Currently amended] 63. The valve opening device of claim 62, wherein the decompression delay is made at each engine cycle by opening the one or more valves.
[65" claim-type="Currently amended] 63. A valve opening apparatus according to claim 62, wherein exhaust gas or exhaust gas recirculation and decompression is performed in each engine cycle by opening said at least one valve.
[66" claim-type="Currently amended] An internal combustion engine equipped with at least one cylinder and a valve coupled to the cylinder, the exhaust gas recirculation apparatus for recirculating exhaust gas into a cylinder independently of the operation of an engine component from which energy for exhaust gas recirculation is induced,
Energy inducing means for inducing energy from the engine component;
Energy transfer means for communicating between the energy inducing means and the valve actuating means to selectively transfer energy from the energy inducing means to the valve actuating means;
And valve actuating means for opening one or more valves in response to the energy transfer means for recycling the exhaust gas to the cylinder.
[67" claim-type="Currently amended] 67. The method of claim 66. Wherein the exhaust gas recirculation occurs while the fuel supply to the engine is interrupted such that the exhaust gas is recirculated,
[68" claim-type="Currently amended] 68. The exhaust gas recirculation apparatus of claim 67, further comprising decompression delay means, wherein the exhaust gas recirculation is performed in combination with a decompression delay.
[69" claim-type="Currently amended] 68. The exhaust gas recirculation apparatus of claim 67, further comprising exhaust braking means, wherein the exhaust gas recirculation is performed in combination with exhaust braking.
[70" claim-type="Currently amended] 70. An exhaust gas recirculation apparatus according to claim 69, further comprising decompression delay means, wherein said exhaust gas recirculation and exhaust braking are performed in combination with a decompression delay.
[71" claim-type="Currently amended] 67. The apparatus of claim 66, wherein the energy transfer means further comprises control means for determining an optimum valve actuation timing for at least one valve actuation selected from the group consisting of an exhaust gas recirculation operation and a decompression delay operation.
And said at least one valve action is performed in response to a signal from said control means.
[72" claim-type="Currently amended] 67. The apparatus of claim 66, wherein the energy transfer means further comprises control means for determining an optimum valve rise distance for at least one valve action selected from the group consisting of an exhaust gas recirculation operation and a decompression delay operation,
And said at least one valve actuation is performed in response to a signal from said control means.
[73" claim-type="Currently amended] An internal combustion engine equipped with at least one cylinder and a valve coupled to the cylinder, the exhaust gas recirculation apparatus recirculating the exhaust gas in the cylinder in response to movement of the engine component,
Energy inducing means for inducing energy from the engine component;
Valve actuating means for opening said at least one valve in response to said energy inducing means for recycling exhaust gas into said cylinder;
And energy delivery means for communicating between said energy inducing means and valve actuating means to selectively transfer energy from said energy inducing means to said valve actuating means.
[74" claim-type="Currently amended] An internal combustion engine, comprising: a valve opening device for opening one or more valves of an engine to regenerate exhaust gas at variable times during power generation and engine delay, comprising decompression means and exhaust gas recirculation means for achieving engine delay; ,
The decompression means,
First main piston means responsive to movement of the engine component,
A trigger valve means in communication with said first main piston means for selectively releasing energy from said first main piston means,
The exhaust gas recirculation means,
Second main piston means responsive to movement of the engine component,
A slave piston means in communication with said trigger valve means and said second main piston means for opening said at least one valve,
The one or more valves are opened in response to the energy released by the trigger valve means to effect a decompression delay, and the one or more valves are opened in response to the energy released by the second main piston means. A valve opening device, characterized in that the exhaust gas recirculation operation is performed.
[75" claim-type="Currently amended] 75. The valve opening device of claim 74, wherein the trigger valve is electronically controlled.
[76" claim-type="Currently amended] An internal combustion engine, comprising: a valve opening device for selectively opening one or more cylinder valves using energy derived from the engine,
Means for inducing energy from the engine, the means having an energy input and an energy output from the engine,
Control means, provided with an energy input and an energy output, for controlling the use of energy as the valve actuation means;
A means for providing an energy input connected to said control means and a connection to said at least one valve, said means for opening one or more cylinder valves using energy received through said control means,
And the one or more valves can be opened using energy delivered from the engine and delivered to the opening means through the valve opening device.
[77" claim-type="Currently amended] 75. A valve opening device according to claim 73, wherein said cylinder valve opening means consists of a slave piston which is operated hydraulically to convert hydraulic pressure into linear motion used to open said at least one valve.
[78" claim-type="Currently amended] In a method of operating an internal combustion engine in a power generating mode and a braking mode,
Deriving energy from engine components,
Selectively supplying said energy to means for opening one or more engine valves to effect exhaust gas recirculation.
Method of operating an internal combustion engine, characterized in that the improved through the exhaust gas recirculation comprising a.
[79" claim-type="Currently amended] 79. The method of claim 78, further comprising providing a decompression delay in combination with the exhaust gas recycle, wherein providing the decompression delay comprises:
Deriving energy from the second engine component,
Selectively supplying said energy to means for opening at least one engine valve to perform decompression relaxation.
[80" claim-type="Currently amended] 80. The method of claim 79, further comprising providing exhaust braking in combination with the exhaust gas recirculation and the decompression delay.
[81" claim-type="Currently amended] 81. The method of claim 80, further comprising the step of providing exhaust braking in combination with the exhaust gas recirculation.
[82" claim-type="Currently amended] A chamber having an upper wall and a side wall and filled with a fluid,
A two-part piston slidably disposed in the chamber, the upper part and the lower part of which are provided with shoulders engaged with each other to apply pressure to the other;
A first port of the chamber upper wall configured to supply fluid to the first space between the chamber upper wall and the upper piston;
A second port on the sidewall of the chamber configured to supply fluid to a second space between the piston top and the piston bottom;
Spring means for biasing the two parts piston in a direction corresponding to a closed position of a valve located outside of the chamber,
A valve, characterized in that to open the exhaust valve by supplying a fluid to the first space to move the upper piston and the lower piston, and to supply the fluid to the second space to move the lower piston. Actuator.
[83" claim-type="Currently amended] 82. The valve of claim 82, further comprising an expansion member for transmitting a force between the lower piston and the valve, the fluid being supplied to the first space to move the upper piston, the lower portion and the expansion member to open the valve. And supply the fluid to the second space to move the lower part of the piston and the expansion member to open the valve.
[84" claim-type="Currently amended] 83. The exhaust valve actuator of claim 82, further comprising a passage above the piston to allow fluid to communicate between the second port and the second space.
[85" claim-type="Currently amended] 83. The exhaust valve actuator of claim 82, wherein the piston bottom is slidable inside the hollow above the piston.
[86" claim-type="Currently amended] 83. The valve actuator of claim 82, further comprising means for adjusting the top position in the chamber reachable by the two part piston.

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同族专利:

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公开号 | 公开日

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US6012424A|2000-01-11|

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US5809964A|1998-09-22|

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BR9805963A|2000-01-25|

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EP0891484A4|2000-03-08|

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WO1998034021A1|1998-08-06|

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WO1998034021A8|1999-04-15|

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JP2000508740A|2000-07-11|

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JP3670297B2|2005-07-13|

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US6082328A|2000-07-04|

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EP0891484A1|1999-01-20|

引用文献:

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公开号 | 申请日 | 公开日 | 申请人 | 专利标题

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法律状态:
1997-02-03|Priority to US08/794,635

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1997-02-03|Priority to US8/794,635

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1997-03-10|Priority to US08/814,015

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1997-03-10|Priority to US8/814,015

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1998-02-03|Application filed by 디젤 엔진 리타더스 인코포레이티드

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1998-02-03|Priority to PCT/US1998/001806

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2000-11-06|Publication of KR20000064835A

优先权:

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申请号 | 申请日 | 专利标题

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US08/794,635|US5787859A|1997-02-03|1997-02-03|Method and apparatus to accomplish exhaust air recirculation during engine braking and/or exhaust gas recirculation during positive power operation of an internal combustion engine|

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US8/794,635|1997-02-03|

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US08/814,015|US5809964A|1997-02-03|1997-03-10|Method and apparatus to accomplish exhaust air recirculation during engine braking and/or exhaust gas recirculation during positive power operation of an internal combustion engine|

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US8/814,015|1997-03-10|

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PCT/US1998/001806|WO1998034021A1|1997-02-03|1998-02-03|Engine braking and/or exhaust during egr|