CN109854391B - Engine braking method for improving vehicle retarding - Google Patents
Engine braking method for improving vehicle retarding Download PDFInfo
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- CN109854391B CN109854391B CN201910051902.0A CN201910051902A CN109854391B CN 109854391 B CN109854391 B CN 109854391B CN 201910051902 A CN201910051902 A CN 201910051902A CN 109854391 B CN109854391 B CN 109854391B
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Abstract
An engine braking method for improving the slow speed of vehicle features that the engine is operated at predefined speed (especially middle or low speed), the exhaust pressure of engine is regulated by exhaust limiter (such as turbo-supercharger and exhaust butterfly valve), the temp of engine is controlled, and a predefined medium is sprayed into cylinder or exhaust pipe of engine to increase the pressure in cylinder and the resistance to movement of piston of engine, resulting in higher power. When the injected medium is fuel, the combustion of the fuel during the compression stroke of the engine is controlled, further increasing the in-cylinder pressure and the formulated power of the engine. The invention solves the problem of low braking power in the middle and low rotating speed of the engine in the prior art, reduces or even avoids the engine braking at high rotating speed, eliminates failure modes such as high load, high exhaust temperature and the like caused by high rotating speed braking, and improves the reliability and durability of the engine braking operation.
Description
The present invention is a divisional application of the invention entitled "engine braking method for slowing a vehicle" having application No. 2015102388800, having application date 2015, 05, month 12.
Technical Field
The invention relates to the field of machinery, in particular to the field of engines, and particularly relates to an engine braking method for slowing a vehicle.
Background
The use of vehicle engines has long been known in the prior art, and conventional ignition operation of engines is well known. For example, a four-stroke diesel engine operates repeatedly in cycles, each cycle having an intake stroke, a compression stroke, an expansion (or work) stroke, and an exhaust stroke. During the intake stroke, the piston of the engine moves from top dead center to bottom dead center within the cylinder, and the intake valve of the engine opens to introduce air into the cylinder of the engine. And then, in a compression stroke, the piston moves from the bottom dead center to the top dead center, an inlet valve and an exhaust valve of the engine are both in a closed state, air in the cylinder is compressed, diesel oil is sprayed into the cylinder to be mixed with the compressed air and autoignited in the next expansion (or working) stroke when the piston reaches the vicinity of the top dead center, gas expansion is generated, and the piston is driven to work from the top dead center to the bottom dead center. And finally, the exhaust stroke of the engine is carried out, the piston moves from the bottom dead center to the top dead center again, an exhaust valve of the engine is opened, the combusted gas is discharged into an exhaust pipe from the cylinder, and the combusted gas enters a tail gas pipe after post-treatment and is discharged into the atmosphere.
Engine braking is also well known in the art and requires only the temporary conversion of the engine generating power to an air compressor absorbing energy. The fuel is cut off during the transition, and in addition to the conventional opening of the intake and exhaust valves during the intake and exhaust strokes, the exhaust valves open again towards the end of the compression stroke of the engine piston, allowing the compressed gas (air during braking) to be released, and the energy absorbed by the compressed gas during the compression stroke of the engine cannot be returned to the piston of the engine during the subsequent expansion stroke, but is released through the exhaust and heat dissipation system of the engine. The net result is effective engine braking, slowing the vehicle.
One precedent of engine braking technology is disclosed in US 3220392 (1965) by Cummins (Cummins), the invention of which utilizes hydraulic transmission to transfer the motion of an injection cam or an adjacent exhaust cam to the valves of an engine, increasing the motion of the exhaust valves for compression release braking near compression top dead center based on the conventional valve motion of the engine. The invention cuts off fuel during braking operation.
Since fuel is cut off during engine braking and no combustion work is performed, the existing engine brake does not generate braking by self energy, but is a passive device which reversely drags the engine to do negative work by vehicle movement, so that the braking power is proportional to the engine speed. The braking power of the engine of a commercial vehicle at medium and low rotational speeds (1100 to 1500 rpm) is much lower than at high rotational speeds (2100 to 2500 rpm). The most common engine speeds used in these vehicles are at very low and medium speeds. Therefore, it is necessary to increase the braking power of the engine at the middle and low rotation speeds.
Navista International transport corporation (Navistar corporation.) in U.S. Pat. No. 5634447 (1997) discloses an engine braking method in which a small amount of fuel is injected into a turbocharged, intercooled-free engine to increase the braking power of the engine during engine braking. A small amount of fuel is injected into the cylinder of the engine during the compression stroke away from (ahead of) top dead center. This small amount of fuel burns, raising the cylinder pressure during compression and the energy of the turbocharger, thereby increasing the braking power. However, when the engine is provided with an intercooler (air-to-air), the temperature of the air drawn into the engine is greatly reduced, and such low temperature air presents difficulties in the combustion of the injected fuel during engine braking, especially in cold climates, and is even more difficult to ignite when the engine is at medium and low speeds. Class 8 heavy duty trucks are provided with intercoolers (air to air) and medium and low speed are when such trucks have the greatest demand for engine braking power.
A similar engine braking method is disclosed in U.S. patent No. 6337447 (2002) by mark Trucks, Inc (Mack Trucks, Inc.) that injects a small amount of fuel (5 mg/stroke) into a turbocharged, intercooled engine during engine braking to increase engine braking power. During engine braking, in order to avoid cooling of the air by the intercooler, the compressed air from the turbocharger bypasses the intercooler and enters the cylinders of the engine directly from the bypass pipe. Therefore, the air temperature in the cylinder is higher, and the combustion of the fuel injected in advance is facilitated. However, from the test data published in this patent, there is little or no change in engine braking power increase at medium and low speeds (below 1500 rpm). This indicates that at medium and low engine speeds, the fuel is not fully combusted or not combusted at all. In addition, many engines are equipped with exhaust brakes, such as exhaust butterfly valves on the chinese market and Exhaust Pressure Regulators (EPR) of european volvo, in addition to compression release type engine brakes. Once the exhaust brake is activated (restricting the flow of air in the exhaust pipe), the turbocharger has reduced or even no effect, the intake air is greatly reduced and the intercooler is hardly active.
Indeed, united states patent No. 6283091 (2001) by mark Trucks corporation (Mack Trucks, Inc.) discloses combined braking (engine compression and exhaust brakes)Used together), the engine temperature can be very high, especially at high speeds (above 2000 rpm), the engine exhaust temperature can be as high as 1200 deg.f0F（6490C) In-cylinder temperature up to 7510F（3990C) In that respect This overheating of the engine by combined braking can lead to burning out of the fuel nozzle tip, and therefore an invention has been proposed in which a small amount of fuel (1-30 mg/stroke) is injected to cool the fuel nozzle tip during engine braking.
Disclosure of Invention
The invention aims to provide an engine braking method for slowing a vehicle, which aims to solve the technical problems that the braking power is too low when an engine is braked at a medium and low rotating speed in the prior art, in particular to solve the technical problems that the engine temperature is too low, fuel cannot be ignited or is not combusted sufficiently when the engine is braked at the medium and low rotating speed in the prior art, and the engine temperature is too high and the tip of a fuel nozzle is burnt out when the engine is braked at a high rotating speed.
An engine braking method for vehicle retarding according to the present invention comprises the steps of:
1. the engine is operated at a predetermined rotational speed,
2. the exhaust pressure of the engine is adjusted,
3. the temperature of the engine is controlled so that,
4. when the piston in the cylinder of engine moves to the top dead center of compression stroke and the gas in the compression cylinder reaches the preset high temperature, the fuel oil with preset quantity is injected into the cylinder,
5. allowing said fuel to combust during the compression stroke, increasing the pressure and temperature within the cylinder,
6. before the piston reaches the top dead center of the compression stroke, the exhaust valve is opened to release the compressed and combusted gas in the cylinder.
Further, the step of adjusting the exhaust pressure of the engine may comprise one or a combination of the following processes:
1. regulating exhaust pressure of an engine using turbochargers, including variable turbochargers,
2. adjusting exhaust pressure of the engine using an exhaust throttle valve, the exhaust throttle valve comprising an exhaust butterfly valve,
3. exhaust gas recirculation systems are used to regulate exhaust gas pressure of an engine, including an inner exhaust gas recirculation system and an outer exhaust gas recirculation system.
Further, the internal exhaust gas recirculation system adopts one or a combination of the following processes:
1. in addition to the conventional intake valve opening, the exhaust valve of the engine is opened during the intake stroke of the engine,
2. in addition to the conventional exhaust valve opening, the intake valve of the engine is also opened during the exhaust stroke of the engine.
Further, the step of controlling the temperature of the engine comprises controlling one or a combination of the following temperatures:
1. the in-cylinder temperature of the engine,
2. the temperature of the exhaust gas of the engine,
3. oil temperature of the engine, and
4. the temperature of the cooling water of the engine.
Further, the predetermined amount of fuel injected into the cylinder is determined by one or a combination of the following parameters:
1. the temperature of the engine is set to a temperature,
2. rotational speed of the engine, and
3. load limit of engine braking.
Further, the predetermined amount of fuel is injected into a cylinder of the engine before the opening of the exhaust valve.
Further, said predetermined high temperature to which the in-cylinder compressed gas reaches is determined by the ignition point of the fuel.
Further, the fuel oil comprises diesel oil.
Another engine braking method for slowing a vehicle according to the present invention is characterized in that: the method comprises the following steps:
1. the engine is operated at a predetermined rotational speed,
2. the exhaust pressure of the engine is adjusted,
3. opening an exhaust valve of the engine during a conventional intake valve opening of the engine, returning gas in the exhaust pipe of the engine to a cylinder of the engine,
4. the gas returned from the exhaust pipe is mixed with the gas in the cylinder to improve the combustibility of the gas in the cylinder,
5. when the piston in the cylinder of engine moves to top dead center of compression stroke and the mixed gas in the compression cylinder reaches the preset high temperature, the fuel oil with preset quantity is injected into the cylinder,
6. the fuel oil is burnt in the cylinder to increase the pressure and the temperature in the cylinder,
7. before the piston reaches the top dead center of the compression stroke, the exhaust valve is opened to release the compressed and combusted gas in the cylinder.
Another engine braking method for slowing a vehicle according to the present invention is characterized in that: the method comprises the following steps:
1. the engine is operated at a predetermined rotational speed,
2. when the piston of the engine reaches the vicinity of the bottom dead center of the intake stroke, a predetermined amount of medium is injected into the cylinder of the engine to increase the in-cylinder pressure,
3. increasing the resistance of the piston to move to the top dead center in the compression stroke,
4. before the piston reaches the top dead center of the compression stroke, the exhaust valve is opened to release the compressed gas and medium in the cylinder.
Further, the medium injected into the cylinder comprises one or a combination of the following fluids:
1. a gas, said gas comprising air,
2. and the liquid comprises water and fuel oil.
Still another engine braking method for slowing a vehicle of the present invention includes the steps of:
1. the engine is operated at a predetermined rotational speed,
2. the pressure in the exhaust pipe of the engine is adjusted through the exhaust flow limiting device,
3. a predetermined amount of air is injected into the exhaust pipe,
4. when the piston of the engine reaches the vicinity of the bottom dead center of the intake stroke, the exhaust valve is opened to return the gas in the exhaust pipe to the cylinder of the engine to increase the pressure in the cylinder,
5. increasing the resistance of the piston to move to the top dead center in the compression stroke,
6. before the piston reaches the top dead center of the compression stroke, the exhaust valve is opened to release the compressed gas in the cylinder.
Further, the exhaust flow limiting device comprises one or a combination of the following systems:
1. turbochargers, including variable turbochargers,
2. the exhaust throttle valve comprises an exhaust butterfly valve.
Further, the air sprayed into the exhaust pipe is provided by an air spraying mechanism, the air spraying mechanism comprises an air compressor, an air spraying pipeline and an air spraying valve, the air spraying pipeline enables an outlet of the air compressor to be communicated with the exhaust pipe of the engine, and the air spraying valve is arranged at the outlet of the air compressor or on the air spraying pipeline.
Further, the predetermined engine speed is between 1000 rpm and 2000 rpm.
Further, the predetermined engine speed is between 1200 rpm and 1500 rpm.
Further, the engine braking includes four-stroke engine braking.
Further, the engine braking includes two-stroke engine braking.
The working principle of the invention is as follows: when the engine is braked, particularly when the engine is braked at medium and low rotating speeds, a certain medium is sprayed into a cylinder of the engine or an exhaust pipe, the pressure in the cylinder is increased, the motion resistance of a piston of the engine in a compression stroke is increased, and the set power of the engine is increased. When the injected medium is fuel, the temperature of the engine is controlled by adjusting the exhaust pressure of the engine, so that the fuel injected into a cylinder can be fully combusted during a compression stroke, and greater piston motion resistance and engine braking power are generated.
Compared with the prior art, the invention has positive and obvious effect. The invention greatly improves the braking power of the engine at middle and low rotating speeds (the common rotating speed in the practical use of the vehicle engine), reduces or even avoids the engine braking at high rotating speed, eliminates failure modes such as high load, high exhaust temperature and the like caused by high-rotating-speed braking, and improves the reliability and durability of the engine braking operation.
Drawings
Fig. 1 is a schematic structural view of a conventional four-stroke engine.
Fig. 2 is a schematic diagram of valve lift during conventional four-stroke engine spark operation.
Fig. 3a to 3f are schematic diagrams of the opening of an engine valve, the flow of gas and the injection of fuel at different positions of the piston in the cylinder of an embodiment of the engine braking method according to the invention.
FIG. 4 is a schematic illustration of valve lift for a four-stroke engine with compression-release braking.
Fig. 5 is a schematic diagram of valve lift employed in an embodiment of the engine braking method of the present invention.
Fig. 6 is a schematic diagram of a jet mechanism supplying air into an exhaust pipe of an engine in another embodiment of the engine braking method of the present invention.
Detailed Description
Example 1:
fig. 1 and 2 are used to depict the ignition operation of a conventional four-stroke engine. A typical engine has a plurality of cylinders, such as a diesel engine with six cylinders in series on a commercial vehicle. For simplicity, however, fig. 1 and 2 only show the movement of a cylinder of an engine and a valve of the cylinder during one cycle. The piston 33 of the engine reciprocates in a cycle up and down in the cylinder 35. As described above, each cycle of motion of a four-stroke engine includes an intake stroke, a compression stroke, an expansion (or work) stroke, and an exhaust stroke. During the intake stroke, the engine piston 33 of FIG. 1 moves within the cylinder 35 from exhaust top dead center (360 of FIG. 2) to intake bottom dead center (540 of FIG. 2), and the engine's intake valve 200 opens, creating an intake valve profile 321 of FIG. 2, introducing air into the engine's cylinder 35. Following the compression stroke, the piston 33 moves from the intake bottom dead center to the compression top dead center (720 ° or 0 ° in fig. 2), the intake valve 200 and the exhaust valve 300 of the engine are both closed, the air in the cylinder 35 is compressed, and when the piston 33 reaches near the compression top dead center, fuel (e.g., diesel) is injected into the cylinder to mix with the compressed air and combust in the following expansion (or working) stroke, causing expansion of the gas, driving the piston 33 to work from the compression top dead center to the expansion bottom dead center (180 ° in fig. 2). The end of the cycle is the engine exhaust stroke, with the piston 33 moving from bottom-dead-center expansion to top-dead-center exhaust, and the engine exhaust valve 300 opening to produce the exhaust valve profile 220 of fig. 2, expelling the combusted gases from the cylinder 35 to the exhaust pipe 22. It is noted that the opening of the intake and exhaust valves of the engine is not completely limited within the intake and exhaust strokes, for example, at exhaust top dead center, the opening of the intake and exhaust valves overlap. The current popular variable valve driving mainly adjusts the opening time of an exhaust valve and the closing time of an intake valve besides controlling the opening height of the valve, so as to achieve high efficiency and low emission of the operation of an engine.
Most of the existing engines are equipped with a turbocharger 2 as shown in fig. 1 to improve the power and efficiency of the engine. The exhaust gas discharged from the engine exhaust pipe 22 drives the turbine 6 of the turbocharger 2, drives the coaxial air compressor 4, and increases the intake pressure in the intake pipe 8. Since the temperature of the compressed air increases to lower the engine efficiency, the compressed air is cooled by the intercooler 12 before entering the cylinder 35 of the engine, and then enters the cylinder 35 through the intake pipe 18 and the intake valve 200. Furthermore, existing engines typically have four valves per cylinder, two intake valves and two exhaust valves, with a single intake valve 200 and a single exhaust valve 300 shown in FIG. 1 for illustrative purposes only.
A first embodiment of the engine braking method of the present invention can be illustrated by the schematic diagrams of fig. 3a to 3 f. In comparison with the structure of the conventional four-stroke engine in fig. 1, the engine brake 100 and the exhaust brake 28 are added in fig. 3a to 3f of the present embodiment. The engine brake 100 acts on the exhaust valve 300 to produce a braking exhaust valve lift curve 232 as shown in fig. 4. Note that the exhaust valve lift profile 220 and intake valve lift profile 321 for a conventional spark-ignition operation remain unchanged. The height and period of the braking exhaust valve lift curve 232 are much less than the exhaust valve lift curve 220 for fired operation. A conventional exhaust brake 28 includes an exhaust restriction device, such as an exhaust butterfly valve and other exhaust throttle valves herein, connected through the exhaust pipe 26 to the rear of the turbine 6 (and may also be positioned in front of the turbine 6). In fact, the turbocharger 2, and in particular the variable turbochargers that are increasingly used, have the function of an exhaust gas restriction device, which can be used alone or in combination with the exhaust brake 28, and which can be operated by the control module (ECU) of the engine to control the exhaust gas pressure of the engine.
The operation of the first embodiment of the engine braking method of the present invention is as follows. The engine is operated at a predetermined speed and the braking speed of the heavy truck engine is typically in the range of 1000 to 2000 rpm, with the most common engine braking speeds being 1200 to 1500 rpm. Shown in fig. 3a is the intake stroke during the engine braking cycle, with the engine's piston 33 moving from exhaust top dead center to intake bottom dead center within the cylinder 35, and the engine's intake valve 200 opening, creating a conventional intake valve lift (conventional intake valve lift curve 321 shown in fig. 5), introducing air into the engine's cylinder 35. When the piston 33 is near intake bottom dead center (fig. 3 b), the engine brake 100 opens the engine's exhaust valve 300, resulting in an exhaust valve lift profile 233 for Exhaust Gas Recirculation (EGR) as shown in fig. 5. The exhaust pressure of the engine is adjusted by turbocharger 2 in fig. 3b, or exhaust brake 28, or a combination of both, so that the pressure in exhaust pipe 22 is higher than the pressure in cylinder 35, the exhaust gas in exhaust pipe 22 is returned to cylinder 35 through open exhaust valve 200, and the temperature of the engine (including exhaust temperature, in-cylinder temperature, oil temperature, and cooling water temperature) is controlled, contributing to the increase in pressure, temperature, and ignitability of the gas in the cylinder. In the next compression stroke, the piston 33 moves from the intake bottom dead center to the compression top dead center, the intake valve 200 and the exhaust valve 300 of the engine are both in a closed state, and the air in the cylinder 35 is compressed. When the compressed gas reaches a predetermined high temperature, such as the ignition point of the fuel, a predetermined amount of fuel is injected into the cylinder through the injector 500 (fig. 3 c). The fuel is ignited by self-ignition or by spark ignition in a high pressure and high temperature gas. The combustion of the gas further increases the pressure and temperature in the cylinder and the resistance of the piston to its movement towards top dead center during the compression stroke, with a consequent increase in the braking power of the engine. When the piston 33 approaches compression top dead center as shown in fig. 3d, the engine braking mechanism 100 opens the exhaust valve 300 again, resulting in a compression-released exhaust valve lift profile 232 as shown in fig. 5, releasing the compressed and combusted gases within the cylinder 35. In the next expansion stroke as shown in fig. 3e, piston 33 moves from compression top dead center to expansion bottom dead center, but since there is no gas pressure above piston 33, work cannot be done on the crankshaft of the engine. The end of the engine braking cycle is the exhaust stroke as shown in fig. 3f, the piston 33 moves from the expansion bottom dead center to the exhaust top dead center, the exhaust valve 300 of the engine is opened earlier (the conventional exhaust valve lift curve 220 shown in fig. 5), and the piston 33 needs to move upward against the exhaust pressure to further increase the braking power.
The above-mentioned opening of the exhaust valve 300 of the engine during the exhaust stroke of the engine results in an exhaust gas recirculation of the exhaust valve lift curve 233 as shown in fig. 5 as internal exhaust gas recirculation (ireg), which may also be the opening of the intake valve 200 of the engine during the exhaust stroke of the engine, and furthermore the function of internal exhaust gas recirculation is also possible by means of external exhaust gas recirculation (eeg).
Also, the predetermined amount of fuel injected into the cylinder during the compression stroke of the engine is determined by one or a combination of the following parameters: the temperature of the engine (especially the in-cylinder temperature), the rotational speed of the engine, and the braking load limit of the engine. If the in-cylinder temperature is too low or the ignition point of the fuel is too high, too much fuel can not be fully combusted; if too much fuel produces excessive in-cylinder pressure, the braking load will exceed the limit; while the temperature of the engine (including the in-cylinder pressure) and the braking load are closely related to the rotational speed of the engine.
Further, the predetermined amount of fuel described above is preferably injected into the cylinder of the engine before the exhaust valve is opened, so as not to leave unburned fuel in the cylinder.
Example 2:
the difference between the second embodiment of the engine braking method of the present invention and the first embodiment is that the fuel is injected into the engine cylinder in the present embodiment, which includes other gaseous or liquid media such as air, water, etc. Although the injected air and water cannot be combusted, it is possible to increase the pressure in the cylinder and the resistance of the piston to the top dead center movement, thereby increasing the braking power of the engine. If the in-cylinder temperature is high enough, the injected water may become steam and increase the in-cylinder pressure.
The operation of this embodiment is similar to that of the first embodiment and will not be repeated here.
Example 3:
the present embodiment is different from the first or second embodiment described above in that the present embodiment injects air into the exhaust pipe of the engine instead of directly injecting the medium into the cylinder of the engine, and then presses the air injected into the exhaust pipe into the cylinder of the engine by regulating the exhaust pressure of the engine and opening the exhaust valve.
The operation of the engine braking method of the present embodiment can be explained by referring to fig. 6. Compared with the first embodiment, the present embodiment adds an air injection mechanism, which includes an air compressor 41 (an air compressor is configured on a diesel engine of a general commercial vehicle), an air injection pipeline 43 and an air injection valve 45. A jet duct 43 communicates one outlet of the air compressor with the exhaust pipe 22 of the engine, and a jet valve 45 is provided at the outlet of the air compressor or on the jet duct 43. Regulating the pressure in the engine exhaust pipe 22 by restricting the exhaust gas flow by an exhaust gas restriction device (turbocharger 2 in fig. 6, or exhaust brake 28, or a combination of both) when the engine is operating at a predetermined speed; injecting a predetermined amount of air into the exhaust pipe 22 by an air injection device; when the piston 33 of the engine approaches the bottom dead center of the intake stroke as shown in fig. 6, the exhaust valve 300 is opened by the engine braking mechanism 100, and the gas in the exhaust pipe 22 is forced into the cylinder 35 of the engine (in this case, the exhaust pressure is greater than the in-cylinder pressure), thereby increasing the in-cylinder pressure. Thus, the resistance to the movement of the piston 33 toward the top dead center in the next compression stroke and the engine braking power are increased. Finally, before piston 33 reaches top dead center of the compression stroke, exhaust valve 300 is opened again by engine braking mechanism 100, releasing the gas compressed in the cylinder.
The above description contains many specifics, which should not be construed as limitations on the scope of the invention, but rather as a exemplification of some of the specifics thereof, from which many other variations are possible. For example, the engine braking methods herein may be used with various engines, including overhead cam engines and pushrod engines; the valve can be used for a single-valve engine and can also be used for a multi-valve engine with more than two valves; the brake can be used for two-stroke engine braking and also can be used for four-stroke engine braking.
Furthermore, the medium injected into the cylinder by the engine brake can be different substances, and the injection time can be adjusted, so that the pressure in the cylinder is increased, the movement resistance of the piston in the cylinder is increased, and the braking power of the engine is increased.
Here, the mechanism, manner, timing, and the like of injecting air into the exhaust pipe of the engine may be different.
The scope of the invention should, therefore, be determined not with reference to the above detailed description, but instead should be determined with reference to the appended claims.
Claims (7)
1. An engine braking method for improving vehicle retarding, characterized in that: the method comprises the following steps:
a) the engine is operated at a predetermined rotational speed,
b) the pressure in the exhaust pipe of the engine is adjusted through the exhaust flow limiting device,
c) a predetermined amount of air is injected into the exhaust pipe,
d) when the piston of the engine reaches the vicinity of the bottom dead center of the intake stroke, the exhaust valve is opened to return the gas in the exhaust pipe to the cylinder of the engine to increase the pressure in the cylinder,
e) increasing the resistance of the piston to move to the top dead center in the compression stroke,
f) before the piston reaches the top dead center of the compression stroke, the exhaust valve is opened to release the compressed gas in the cylinder.
2. The method of improving retarded engine braking of a vehicle of claim 1 wherein: the exhaust flow limiting device comprises one or the combination of the following systems:
a) turbochargers, including variable turbochargers,
b) the exhaust throttle valve comprises an exhaust butterfly valve.
3. The method of improving retarded engine braking of a vehicle of claim 1 wherein: the air sprayed into the exhaust pipe is provided by an air spraying mechanism, the air spraying mechanism comprises an air compressor, an air spraying pipeline and an air spraying valve, the air spraying pipeline communicates the outlet of the air compressor with the exhaust pipe of the engine, and the air spraying valve is arranged at the outlet of the air compressor or on the air spraying pipeline.
4. The method of improving retarded engine braking of a vehicle of claim 1 wherein: the predetermined engine speed is between 1000 rpm and 2000 rpm.
5. The method of improving retarded engine braking of a vehicle of claim 1 wherein: the predetermined engine speed is between 1200 rpm and 1500 rpm.
6. The method of improving retarded engine braking of a vehicle of claim 1 wherein: the engine braking includes four-stroke engine braking.
7. The method of improving retarded engine braking of a vehicle of claim 1 wherein: the engine braking includes two-stroke engine braking.
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| CN201910051902.0A CN109854391B (en) | 2015-05-12 | 2015-05-12 | Engine braking method for improving vehicle retarding |
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| CN201910051902.0A CN109854391B (en) | 2015-05-12 | 2015-05-12 | Engine braking method for improving vehicle retarding |
| CN201510238880.0A CN106285966B (en) | 2015-05-12 | 2015-05-12 | The engine braking methods slow for vehicle |
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| JP6809253B2 (en) * | 2017-01-25 | 2021-01-06 | いすゞ自動車株式会社 | engine |
| WO2019028424A1 (en) | 2017-08-03 | 2019-02-07 | Jacobs Vehicle Systems, Inc. | Systems and methods for counter flow management and valve motion sequencing in enhanced engine braking |
| CN108730023B (en) * | 2018-04-19 | 2023-02-21 | 上海尤顺汽车技术有限公司 | Method and device for controlling exhaust gas flow of engine |
| EP3783207A4 (en) * | 2018-04-19 | 2022-01-05 | Shanghai Ennova Valvetrain Corp. | Compound engine braking method and turbocharging control apparatus |
| CN110836141B (en) * | 2018-08-16 | 2020-12-08 | 上海尤顺汽车部件有限公司 | Method and system for increasing exhaust pressure of engine |
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| CN109736958A (en) * | 2019-03-21 | 2019-05-10 | 潍柴动力股份有限公司 | A method of improving engine brake power |
| EP3913205A1 (en) * | 2020-05-18 | 2021-11-24 | Ningbo Geely Automobile Research & Development Co. Ltd. | Method for engine braking and a powertrain |
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| CN112051065B (en) * | 2020-08-19 | 2022-11-11 | 中国第一汽车股份有限公司 | Engine brake system testing method |
| CN112065600A (en) * | 2020-09-09 | 2020-12-11 | 潍柴动力股份有限公司 | Method for raising temperature of after-treatment system of compression release engine and engine |
| CN113984405B (en) * | 2021-10-18 | 2024-05-07 | 中国第一汽车股份有限公司 | Retarder braking performance test method |
| CN114876658B (en) * | 2022-04-26 | 2023-05-23 | 潍柴动力股份有限公司 | Protection method and system for clamping stagnation of air release valve of supercharger under braking working condition |
| CN115329507B (en) * | 2022-10-14 | 2023-01-24 | 潍柴动力股份有限公司 | Intake valve profile design method and intake valve |
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- 2015-05-12 CN CN201910051807.0A patent/CN109882296A/en active Pending
- 2015-05-12 CN CN201910051902.0A patent/CN109854391B/en not_active Expired - Fee Related
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Also Published As
| Publication number | Publication date |
|---|---|
| CN109882296A (en) | 2019-06-14 |
| CN106285966A (en) | 2017-01-04 |
| CN106285966B (en) | 2019-03-15 |
| CN109854391A (en) | 2019-06-07 |
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Address after: 1133 Juting Road, Zhuangxing Town, Fengxian District, Shanghai, 201415 Patentee after: Shanghai Youshun Automobile Technology Co.,Ltd. Address before: 1133 Juting Road, Zhuangxing Town, Fengxian District, Shanghai, 201415 Patentee before: Shanghai Universoon Autoparts Co.,Ltd. |
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