WO2013032487A1 - Frein à décompression amélioré - Google Patents

Frein à décompression amélioré Download PDF

Info

Publication number
WO2013032487A1
WO2013032487A1 PCT/US2011/050346 US2011050346W WO2013032487A1 WO 2013032487 A1 WO2013032487 A1 WO 2013032487A1 US 2011050346 W US2011050346 W US 2011050346W WO 2013032487 A1 WO2013032487 A1 WO 2013032487A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
engine
air
thermal energy
compression release
Prior art date
Application number
PCT/US2011/050346
Other languages
English (en)
Inventor
Luis Carlos Cattani
John Zagone
Bashar Y. Melhem
Paul Gottemoller
Michael D. Bartkowicz
Original Assignee
International Engine Intellectual Property Company, Llc
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by International Engine Intellectual Property Company, Llc filed Critical International Engine Intellectual Property Company, Llc
Priority to PCT/US2011/050346 priority Critical patent/WO2013032487A1/fr
Publication of WO2013032487A1 publication Critical patent/WO2013032487A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/198—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with exhaust brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0062—Adapting control system settings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00
    • B60W2555/40—Altitude

Definitions

  • This disclosure relates to a motor vehicle, such as a large truck vehicle, which is propelled by a turbocharged (either single- or multiple- stage) internal combustion propulsion engine having a compression release brake.
  • a compression release brake functions to release air which reciprocating pistons have compressed within the engine cylinders during compression upstrokes of the pistons into an exhaust manifold of the engine so that energy used to compress the air is not recovered and used as a contribution to propulsion of the vehicle during ensuing downstrokes of the pistons.
  • An example of such a control comprises an on-off switch for activating and de-activating the compression release brake and possibly a selector switch for selecting which engine cylinders will be used for engine braking.
  • a control may also provide for engine braking to occur automatically upon the driver releasing the accelerator.
  • intake manifold enters through an open cylinder intake valve or valves of a respective engine cylinder into the engine cylinder during an intake downstroke of a piston which reciprocates within the engine cylinder and is coupled by a connecting rod to a crankshaft of the engine.
  • the mass airflow into the respective engine cylinder is a function of pressure in the intake manifold which is created by a compressor (single- or multi-stage) of a turbocharger, i.e. is a function of boost created by a turbocharger compressor.
  • the purpose of activating a compression release engine brake is therefore to essentially eliminate contributions to vehicle acceleration which would otherwise occur during an expansion downstroke if air whose compression has contributed to vehicle deceleration during a compression upstroke were allowed to expand within the engine cylinder during the downstroke.
  • the geography of such regions may compel roadway design to comprise significant grades along which a vehicle is likely to encounter both upgrades and downgrades.
  • Equipping the propulsion engine of such a vehicle with a turbocharger enables the engine to develop increased torque and power useful for upgrade travel.
  • Equipping the propulsion engine with a compression release brake enables the propulsion engine to decelerate the vehicle during downgrade travel either by itself or in conjunction with use of vehicle service brakes.
  • the compression release brake can decelerate the vehicle more quickly at the higher elevation by adding thermal energy to boost air which has been created by the turbocharger compressor (single- or multi-stage) in response to activation of the compression release brake.
  • the added thermal energy enables the turbocharger to increase compressor efficiency and hence more quickly increase boost when compared to not adding the thermal energy.
  • a heater in response to activation of the compression release brake, a heater is also activated to heat boost air which passes from the compressor into and through an intake manifold before the air enters one or more engine cylinders.
  • the energy input to the heater comes from an energy source which is remote from the heater.
  • An example for heating boost air presented by this disclosure comprises an electric intake manifold heater which is itself heated by electricity from an on-board source of electric power, such as a truck vehicle's battery bank.
  • Figure 1 schematically shows a truck vehicle having a turbocharged internal combustion propulsion engine which has a compression release brake.
  • Figure 2 is a general schematic diagram of the propulsion engine.
  • Figures 3A, 3B, 3C, and 3D comprise a series of time-based graph plots of certain turbocharger and engine operating parameters during downgrade travel of a vehicle.
  • Figure 4 is a compressor operating efficiency diagram for the turbocharger with data points correlated with Figure 3.
  • Figure 5 is a diagram showing graph plots of engine braking effort as a function of boost.
  • Figure 6 is a compressor efficiency diagram. Detailed Description
  • Figure 1 shows a truck vehicle 10 which is propelled by a multi- cylinder internal combustion propulsion engine 12 operating to deliver torque through a drivetrain 14 to drive wheels 16.
  • FIG. 2 shows multi-cylinder internal combustion propulsion engine 12 as a diesel engine which comprises structure forming a number of engine cylinders 18 into which fuel is injected by fuel injectors 20 to combust with air which has entered engine cylinders 18 through an intake system 22.
  • Engine 12 comprises an intake manifold 24 through which air which has passed through intake system 22 enters engine cylinders 18 when cylinder intake valves 26 for controlling admission of air from intake manifold 24 into respective engine cylinders 18 are open.
  • Intake system 22 comprises a compressor 28 which may comprise either a single stage or multiple stages for elevating pressure in intake manifold 24 to superatmo spheric pressure, meaning pressure greater than that of ambient air pressure, i.e. for creating boost air in intake manifold 24.
  • a compressor 28 which may comprise either a single stage or multiple stages for elevating pressure in intake manifold 24 to superatmo spheric pressure, meaning pressure greater than that of ambient air pressure, i.e. for creating boost air in intake manifold 24.
  • Other components which may be present in intake systems of contemporary diesel engines are not shown.
  • Engine 12 further comprises cylinder exhaust valves 30 for controlling admission of exhaust from respective engine cylinders 18 into an exhaust manifold 32 for further conveyance through an exhaust system 34.
  • Exhaust system 34 includes a turbine 36 which may comprise either a single stage or multiple stages each of which is coupled by a respective shaft to operate a respective stage of compressor 28. Other components which may be present in exhaust systems of contemporary diesel engines are not shown.
  • compressor 28 and turbine 36 form a turbocharger which may be either a single- or a multiple-stage type.
  • Engine 12 comprises mechanisms 38 for controlling the timing of opening and/or closing of cylinder intake valves 26 and cylinder exhaust valves 30 respectively during engine cycles.
  • the mechanisms may comprise one or more camshafts (depending on engine configuration) having cams shaped to provide fixed timing of operation of the cylinder valves. If an engine has variable valve actuation (VVA) for varying timing of opening and/or closing of cylinder valves, that capability may be provided by any of a variety of mechanisms.
  • VVA variable valve actuation
  • a processor-based engine control module (ECM) 40 controls various aspects of engine operation, such as fueling of engine cylinders 18 by fuel injectors 20. Control is accomplished by processing various input data, including accelerator position data from an accelerator position sensor 42 operated by an accelerator 44, shown schematically as a foot pedal which is depressed by a driver of the vehicle to accelerate propulsion engine 12.
  • Engine 12 also has a compression release brake 46 which, when activated, interacts with cylinder exhaust valves 30 in a manner which causes them to open during portions of engine cycles which are significantly different from portions of engine cycles during which they would otherwise be open if truck vehicle 10 were being propelled by combustion in engine cylinders 18.
  • Activation and de-activation of compression release brake 46 may be controlled in any of various ways.
  • One type of control comprises an on-off switch 48 which can be operated by a driver of the vehicle to activate and de-activate compression release brake 46.
  • a control may also include a selector switch (not shown) for selecting which engine cylinders 18 will be used for engine braking.
  • a control may also provide for engine braking to occur automatically upon the driver releasing accelerator 44.
  • Engine 12 further comprises an intake manifold heater 50 for heating boost air in intake manifold 24. Operation of intake manifold heater 50 is under the control of ECM 40. If intake manifold heater 50 is an electric heater, energy for operating it is supplied by an on-board electric power source which is remote from intake manifold 24, such as a truck vehicle's battery bank 52. Thermal energy which is provided by intake manifold heater 50 adds additional thermal energy to boost air in intake manifold 24.
  • ECM 40 causes engine 12 to be fueled in accordance with a fueling strategy so that engine 12 delivers torque through drivetrain 14 to drive wheels 16 for propelling truck vehicle 10.
  • accelerator 44 When the driver ceases to operate accelerator 44 while drive wheels 16 continue to be coupled to propulsion engine 12 through drivetrain 14, propulsion engine 12 begins to be driven by drive wheels 16 through drivetrain 14, rather than by combustion of fuel in engine cylinders 18.
  • Engine braking can then be initiated either automatically or by the driver operating switch 48 to ON position to activate compression release brake 46.
  • compression release brake 46 In response to activation of compression release brake 46 when truck vehicle 10 is operating at some elevation above sea level and compressor 28 is operating in a region of an operating map which is creating boost air in intake manifold 24 which would cause compression release brake 46 to decelerate truck vehicle 10 more slowly at that elevation than it would at sea level for the same operating conditions of the vehicle and propulsion engine other than altitude, operation of intake manifold heater 50 causes compression release brake 46 to decelerate the vehicle less slowly by adding to the boost air, before entry of the boost air into at least one engine cylinder 18, supplemental thermal energy which is additional to any thermal energy which would be added to the boost air in the absence of adding the supplemental thermal energy.
  • ECM 40 can contain an algorithm representing a strategy for determining if intake manifold heater 50 should be used when use of compression release brake 46 is requested.
  • the algorithm can process boost data and ambient atmospheric pressure data in making the determination.
  • Figures 3A, 3B, 3C, and 3D comprise contemporaneous traces showing certain operating parameters as a function of time during a downgrade test drive of a vehicle having a turbocharged propulsion engine. It is because of the discernment of relationships present in Figures 3A, 3B, 3C, and 3D, relationships which, it is believed, would be recondite to others, that the claimed subject matter has been developed.
  • Figure 3A contains a trace 60 representing engine speed in non- dimensional units of measurement;
  • Figure 3B a trace 62 representing speed of a high-pressure stage of a turbocharger compressor in non- dimensional units of measurement;
  • Figure 3C a trace 64 representing speed of a low-pressure stage of the turbocharger compressor in non- dimensional units of measurement;
  • Figure 3D a trace 66 representing outlet pressure of the high-pressure stage of the turbocharger compressor in non-dimensional units of measurement and a trace 68 representing boost in an intake manifold of the propulsion engine in non-dimensional units of measurement.
  • traces 66 and 68 show that both outlet pressure of the high- pressure stage of the turbocharger compressor and boost remain largely unchanged even through traces 60, 62, and 64 show that engine and turbocharger speeds are increasing as the vehicle is descending toward a second altitude which is lower than the first.
  • the outlet pressure of the high-pressure stage of the turbocharger compressor and boost are largely unchanged during this time because the turbocharger is causing the compressor to operate in a relatively less efficient region of an operating map.
  • traces 60, 62, and 64 show that engine speed and turbocharger speeds are once again increasing while traces 66 and 68 show that both outlet pressure of the high-pressure stage of the turbocharger compressor and boost are being maintained at levels as high as or slightly higher than levels during span of time tl .
  • Points 1, 2, 3, and 4 in Figure 4 show an undimensioned map of compressor operating efficiency at the ends of spans of time tl, t2, t3, and t4 in Figures 3A, 3B, 3C, and 3D. It can be seen that between points 1 and 2 and between points 3 and 4, compressor operating efficiency has increased by movement toward islands of higher efficiency.
  • compression release brake 46 depends on boost, and because compression release brake 46 may be activated when compressor 28 is operating in a relatively less efficient region of an operating map, the heating of boost air as described above, such as by using intake manifold heater 50, can enable compression release brake 46 to become more effective sooner than it otherwise would due to slowness of the compressor in increasing boost.
  • the supplemental thermal energy added to boost air enables the turbocharger to increase compressor efficiency and hence more quickly increase boost when compared to not adding the supplemental thermal energy.
  • the supplemental thermal energy input to the boost air which is additional to any thermal energy which would be added to the boost air in the absence of adding the supplemental thermal energy, enables a compression release brake to become more effective sooner than it might otherwise.
  • This improvement in engine braking is of significance to vehicles when traveling downgrade at elevations significantly above sea level.
  • Figure 5 shows three representative plots 72, 74, 76 of engine braking effort as a function of boost at each of three successively higher engine speeds. They show that engine braking effort generally increases with increasing boost.
  • Figure 6 shows three points 78, 80, and 82 on a compressor efficiency map.
  • Point 78 represents compressor efficiency when the vehicle is operating at low altitude
  • point 80 represents compressor efficiency when the vehicle is operating at high altitude.
  • the lower efficiency represented by point 80 in comparison to the higher efficiency represented by point 78 is due to the turbocharger's inherent limitations.
  • intake manifold heater 50 to add supplemental thermal energy to the boost air at higher altitude
  • supplemental energy which is additional to any thermal energy which would be added to the boost air in the absence of adding the supplemental energy
  • compressor efficiency is improved to point 82, enabling compression release brake 46 to become more effective sooner than it might otherwise at higher altitude.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Supercharger (AREA)

Abstract

Selon l'invention, en réponse à l'activation d'un frein à décompression lorsqu'un véhicule motorisé ayant un moteur à combustion interne turbocomprimé est actionné à une certaine élévation au-dessus du niveau de la mer et qu'un compresseur de turbocompresseur est en fonctionnement dans une région d'une carte de fonctionnement qui crée un air de charge dans un collecteur d'admission de moteur qui pourrait provoquer la décélération par le frein à décompression du véhicule de manière plus lente à cette élévation qu'elle ne le serait au niveau de la mer pour les mêmes conditions de fonctionnement du véhicule et du moteur à une autre altitude, le frein à décompression décélérant le véhicule moins doucement par ajout à l'air de charge, avant l'entrée de l'air de charge dans au moins un cylindre de moteur, d'une énergie thermique supplémentaire qui est additionnelle à n'importe quelle énergie thermique qui pourrait être ajoutée à l'air de charge en l'absence d'ajout de l'énergie thermique supplémentaire.
PCT/US2011/050346 2011-09-02 2011-09-02 Frein à décompression amélioré WO2013032487A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/US2011/050346 WO2013032487A1 (fr) 2011-09-02 2011-09-02 Frein à décompression amélioré

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/US2011/050346 WO2013032487A1 (fr) 2011-09-02 2011-09-02 Frein à décompression amélioré

Publications (1)

Publication Number Publication Date
WO2013032487A1 true WO2013032487A1 (fr) 2013-03-07

Family

ID=47756709

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/US2011/050346 WO2013032487A1 (fr) 2011-09-02 2011-09-02 Frein à décompression amélioré

Country Status (1)

Country Link
WO (1) WO2013032487A1 (fr)

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3220392A (en) * 1962-06-04 1965-11-30 Clessie L Cummins Vehicle engine braking and fuel control system
US6349253B1 (en) * 1998-11-13 2002-02-19 Cummins Engine, Inc. System and method for controlling downhill vehicle operation
US6513328B2 (en) * 2000-05-23 2003-02-04 Robert Bosch Gmbh Internal combustion engine with cooling circuit and heating heat exchanger connected to it
US20030110769A1 (en) * 2001-12-17 2003-06-19 Moeckel Mark D. Turbocharger electric preheater for exhaust gases with integrated generator and storage device
US20060243229A1 (en) * 2005-03-09 2006-11-02 John Zajac Internal combustion engine and method
US20090187331A1 (en) * 2006-07-13 2009-07-23 Goran Olsson Method and system for operating a combustion engine brake

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3220392A (en) * 1962-06-04 1965-11-30 Clessie L Cummins Vehicle engine braking and fuel control system
US6349253B1 (en) * 1998-11-13 2002-02-19 Cummins Engine, Inc. System and method for controlling downhill vehicle operation
US6513328B2 (en) * 2000-05-23 2003-02-04 Robert Bosch Gmbh Internal combustion engine with cooling circuit and heating heat exchanger connected to it
US20030110769A1 (en) * 2001-12-17 2003-06-19 Moeckel Mark D. Turbocharger electric preheater for exhaust gases with integrated generator and storage device
US20060243229A1 (en) * 2005-03-09 2006-11-02 John Zajac Internal combustion engine and method
US20090187331A1 (en) * 2006-07-13 2009-07-23 Goran Olsson Method and system for operating a combustion engine brake

Similar Documents

Publication Publication Date Title
EP1561625B1 (fr) Système de récupération d'énergie pour véhicules à l'aide du moteur à combustion
US7231998B1 (en) Operating a vehicle with braking energy recovery
CN108068788B (zh) 用于使变速器降档的方法和系统
Schechter New cycles for automobile engines
CN102498272B (zh) 具有用于渡过涡轮迟滞的连接的压力罐的涡轮增压往复活塞式发动机及操作所述发动机的方法
US7607503B1 (en) Operating a vehicle with high fuel efficiency
RU2581609C2 (ru) Определение старта автомобиля
US10920680B2 (en) System and method for providing engine braking
CN103423009A (zh) 提高发动机性能的储存压缩空气管理
US10407069B2 (en) Methods and system for controlling engine braking
US20160123242A1 (en) Engine Braking
Andersson et al. An air hybrid for high power absorption and discharge
KR102626043B1 (ko) 내연 기관에서 엔진 브레이크를 작동시키기 위한 방법
CN103670674A (zh) 用于改进涡轮增压发动机的起动的方法和系统
CN101644196A (zh) 用于使泵送损失减少最大化的内燃机凸轮轴调度策略
US20140216398A1 (en) Turbocharger operation to increase brake effectiveness
US9291091B2 (en) Turbocharger operation to increase brake effectiveness
WO2013032487A1 (fr) Frein à décompression amélioré
CN102828846B (zh) 用于协调节气门和增压的控制系统和方法
CN103867309A (zh) 用于以降低的充气量运行燃烧发动机的方法和装置
CN111465755B (zh) 用于控制车辆中的燃烧发动机的涡轮增压器系统的方法
CN111550344A (zh) 用于停止和起动车辆的方法和系统
CN110735724B (zh) 复合式发动机制动的方法及系统
Trajkovic et al. A simulation study quantifying the effects of drive cycle characteristics on the performance of a pneumatic hybrid bus
WO2013112172A1 (fr) Système et procédé visant à augmenter l'efficacité d'un frein à décompression d'un moteur turbocompressé

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 11871802

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 11871802

Country of ref document: EP

Kind code of ref document: A1