EP0728920B1 - Method and arrangement for control of an exhaust brake in a combustion engine - Google Patents

Method and arrangement for control of an exhaust brake in a combustion engine Download PDF

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Publication number
EP0728920B1
EP0728920B1 EP19960850035 EP96850035A EP0728920B1 EP 0728920 B1 EP0728920 B1 EP 0728920B1 EP 19960850035 EP19960850035 EP 19960850035 EP 96850035 A EP96850035 A EP 96850035A EP 0728920 B1 EP0728920 B1 EP 0728920B1
Authority
EP
European Patent Office
Prior art keywords
throttle
force
exhaust
pressure
control unit
Prior art date
Legal status (The legal status 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 status listed.)
Expired - Lifetime
Application number
EP19960850035
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German (de)
English (en)
French (fr)
Other versions
EP0728920A3 (en
EP0728920A2 (en
Inventor
Tord Jonsson
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Scania CV AB
Original Assignee
Scania CV AB
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 Scania CV AB filed Critical Scania CV AB
Publication of EP0728920A2 publication Critical patent/EP0728920A2/en
Publication of EP0728920A3 publication Critical patent/EP0728920A3/en
Application granted granted Critical
Publication of EP0728920B1 publication Critical patent/EP0728920B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/04—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning exhaust conduits
    • F02D9/06—Exhaust brakes

Definitions

  • the present invention relates to a method for control of an exhaust brake in a combustion engine in accordance with the preamble to claim 1, and an arrangement for the implementation of the method in accordance with the preamble to claim 8.
  • a known means of improving the braking effect of a engine is to arrange an exhaust brake throttle in the exhaust pipe.
  • the exhaust brake throttle is activated during operating circumstances when the engine speed has to be reduced quickly or the engine brake effect has to be increased, e.g. when the vehicle driver depresses the brake pedal.
  • the exhaust brake throttle may be activated automatically by a computer-controlled gearchange system during the change to a lower ratio so that the engine quickly reaches a lower synchronous speed before the next higher gear is engaged.
  • the exhaust brake throttle is usually placed after the exhaust gas turbine.
  • turbocompound engines with a second exhaust gas turbine for recovering further energy e.g. for returning residual exhaust energy to the crankshaft or for driving a generator
  • the exhaust brake throttle may be placed after the second exhaust gas turbine.
  • the exhaust brake throttle may be rotatable about a throttle spindle which is centric or eccentric with respect to the exhaust pipe.
  • An eccentric throttle spindle has the advantage that the exhaust brake throttle can more easily be made self-controlling, since the exhaust pressure in the opening direction of the throttle acts on a larger portion of the throttle. This means that with a given control pressure from an operating cylinder acting on the throttle the exhaust brake can be designed to open automatically at a predetermined exhaust pressure.
  • the throttle may be made tight with an eccentric throttle spindle but be acted on by a small closing force, whereby the exhaust exhaust brake throttle opens automatically when the force exerted by the exhaust pressure on the throttle exceeds the force exerted on it by the throttle control cylinder.
  • the force of the control cylinder has to be so small that the throttle opens at a certain predetermined exhaust pressure in order to prevent the combustion engine becoming too hot.
  • the smaller activating force makes the exhaust brake throttle more difficult to close at higher speeds and fully developed exhaust flows, thereby reducing the maximum effect and the response of the exhaust brake.
  • the invention has the object of making exhaust brakes, preferably with an eccentric throttle spindle, achieve a higher exhaust brake effect and consequently greater engine brake effect when the exhaust brake is applied at various engine speeds than has hitherto been known.
  • a further object is to provide the same brake effect level and the same exhaust backpressure, when the exhaust brake is applied at high engine speeds, as the level and pressure which are obtained when it is applied at low engine speeds followed by the combustion engine speed being increased by continued application of the exhaust brake to the corresponding relevant engine speed. Thereby the same brake effect is achieved at the same engine speed, irrespective of when the exhaust brake throttle is applied.
  • the method according to the invention is indicated by the characterising part of claim 1, and the arrangement for implementing the method according to the invention by the characterising part of claim 8.
  • Figure 1 depicts schematically a vehicle combustion engine 1 with an exhaust brake 5 arranged in the combustion engine exhaust pipe 3.
  • the exhaust pipe 3 leads the exhaust flow 4 from the combustion engine exhaust manifold 2, possibly via a supercharger turbine (not depicted), to the exhaust brake 5 and thereafter on to a second exhaust handling system such as a second compound turbine, a number of silencers or possibly a gas cleaning system.
  • a second exhaust handling system such as a second compound turbine, a number of silencers or possibly a gas cleaning system.
  • the exhaust brake 5 to act on the whole exhaust flow 4 from the combustion engine.
  • twin exhaust gas throttles one for the exhaust flow from each bank of cylinders.
  • the exhaust brake throttle 6 is conventionally arranged for rotation on a spindle 7 which is arranged eccentrically in the exhaust pipe 3 at a distance E from the exhaust pipe centreline CC.
  • the throttle 6 has a larger portion 6a and a smaller portion 6b situated on their respective sides of the throttle spindle.
  • the throttle 6 is shown in its closed position and is opened by rotation in the direction OP.
  • the throttle 6 is closed by rotation of the spindle 7.
  • the throttle is preferably controlled by means of a pneumatic operating cylinder 10 which acts on a pull-rod 9 which is connected via a link 8 to a lever 17 which is arranged non-rotatably on the throttle spindle 7.
  • the operating cylinder 10 is preferably controlled by compressed air from the vehicle's compressed air system via a control valve 11 according to the invention and which is arranged in a compressed air connection 18 connected to the pressure accumulator 12 of the compressed air system.
  • the operating cylinder may be of another type, e.g. hydraulic or electromechanical.
  • the control valve 11 arranged in the compressed air connection 18 may be a proportional valve or a pulsewidth-modulated valve capable of delivering a proportionally steplessly controlled pressure.
  • Control of the valve 11 is by means of an electronic control unit 13 (supplied by a battery 16) responding to a number of sensors 15-15 x arranged in the vehicle.
  • the sensors may, for example, detect the position of the vehicle brake pedal 14, a manually imposed engine brake level, the combustion engine speed, the external temperature (used for white-smoke limitation), whether the vehicle retarder is activated or the ABS system is active or not.
  • the throttle 6 depicted in Figure 1 is known per se and functions as an exhaust pressure regulating valve which opens when the force exerted by the exhaust gases on the throttle exceeds the force exerted by the operating cylinder 10.
  • the portion 6a of the throttle, which in Figure 1 is situated above the spindle 7, is larger than the portion situated below, thereby making the exhaust pressure continually endeavour to open the throttle 6.
  • the response of the throttle to overpressure is therefore very rapid.
  • the control unit 13 controls the valve 11 so that a first higher primary control pressure is activated when exhaust braking commences.
  • a timer or some programmed time-circuit 19 is used to apply an immediate or successive reduction of the pressure in the operating cylinder 10 to a second lower secondary control pressure within a second or a few, preferably 1 to 4 seconds.
  • the valve 11 is connected to the compressed air connection 18 where it can pressurise the operating cylinder 10 with a selectable pressure level between the pressure level of the pressure source and the ambient atmospheric pressure.
  • the valve 11 is preferably an electrically controlled proportional valve controlled by a current regulator 29 incorporated in the control unit 13. On vehicles current control of the proportional valve is more advantageous than voltage control, since current control is not as sensitive to contact resistances in electrical connecting lines which are liable to be affected by the environment.
  • the engine brake effect is thus easy to control by controlling the force exerted by the operating cylinder 10.
  • Devices such as various constrictions, stops or bypass ducts acting in the exhaust flow may therefore be dispensed with. This is of course advantageous in that all such devices are sensitive to exhaust deposits or other functionally impairing influences. Specific examples of control using various force levels, and their advantages, are discussed further on.
  • Figure 2 depicts a variant specially designed for the invention for controlling the operating cylinder 10 by using hydraulic components.
  • the operating cylinder 10, whose piston 30 and return spring 32 are depicted here, can be pressurised in its pressure chamber 31 for control of the pull-rod 9.
  • the pressure chamber 31 is pressurised by an activating valve 26 depicted in Figure 2 in a position which does not activate the exhaust brake throttle and in which the activating valve 26 connects the pressure chamber 31 via the conduits 37,38 to the ambient atmospheric pressure ATM.
  • the pressure chamber 31 is thus vented to atmosphere and the return spring urges the piston 30 to the left in the diagram, making the exhaust brake throttle open in the direction OP.
  • the activating valve 26 is controlled by an electronic control unit 13 in response to input signals 15-15 x in a manner corresponding to Figure 1.
  • the control unit 13 can switch the activating valve 26 to a position which closes the exhaust brake throttle and in which the activating valve 26 in a reversed position with respect to Figure 2 connects the pressure chamber 31 via a conduit 36 to a controlled pressure system in order to pressurise the pressure chamber 31. Pressurisation of the chamber 31 urges the piston 30 to the right in the diagram, against the action of the return spring 32, thereby closing the throttle.
  • the controlling pressure system depicted in Figure 2 is composed as follows:
  • the pressure source 12 is connected to the controlling pressure system via the conduit 21, which bifurcates into two conduits 21a,21b. Via the conduit 21a, a smaller pressure vessel 40 can be pressurised when a control valve 22 is positioned so that its connections 33,34 are connected together, as shown in the diagram, while at the same time the activating valve 26 is in the position shown in the diagram.
  • the pressure vessel 40 is connected to the conduit 36 via a double-acting check valve 24.
  • the vessel 40 can be pressurised by the pressure prevailing in the pressure source 12 (primary control pressure).
  • a reduced pressure from the pressure source 12 (secondary control pressure) can be obtained in the conduit 36 via a pressure reducing valve 25 and the check valve 24.
  • the two conduits 21a,21b are thus connected to the conduit 36 via the valve 24 which has the function of connecting to the conduit 36 whichever of the conduits 21a,21b has the higher pressure.
  • the controlling pressure system depicted functions as follows:
  • the control valve 22 When the exhaust brake is to be activated by the control unit 13, the control valve 22 is positioned so that a connection 33 is closed and a connection 34 is connected to the conduit 35 which is itself connected to the ambient atmosphere ATM via a constriction 23. Simultaneously with switching of the control valve 22, the activating valve 26 is positioned so that the conduits 36,37 are connected. This makes the primary control pressure which momentarily prevails in the vessel 40 exceed the pressure supplied via the conduit 21b, since the double check valve 24 connects the vessel 40 to the conduit 36. The fact that the vessel 40 is connected to the atmosphere ATM via the control valve 22 and the constriction 23 makes the pressure in the vessel 40 decrease successively. When the pressure falls below the secondary pressure from the pressure reducing valve 25, the valve 24 switches, thereby connecting the conduit 21b to the conduit 36.
  • Figure 3 shows how the pressure in the conduit 36 decreases from the primary control pressure P 1 to the secondary control pressure P 2 during the period of time T 1 -T 2 when the vessel 40 during the same period of time vents to the atmosphere via the constriction 23.
  • corresponding pressure levels can also be obtained with an arrangement according to Figure 1. This means that a higher acting pressure is obtained during the whole throttle movement against the exhaust flow to the closed position and that a lower acting pressure is obtained after a limited time after the closure of the throttle.
  • Figure 4 shows how the exhaust backpressure builds up after a supercharger turbine located in the exhaust pipe 3, but before the throttle 6, at various engine speeds and in various operating situations.
  • Graph A represents the exhaust backpressure obtained if the exhaust brake is activated/closed by an operating cylinder control pressure corresponding to the secondary control pressure P 2 , preferably around 6.5 bar, at a low engine speed of 1000 rpm and is thereafter kept closed over the whole speed range up to 2200 rpm.
  • Graph B represents the exhaust backpressure obtained if the exhaust brake is activated at the respective engine speeds according to the invention by a higher primary control pressure, preferably around 7.9 bar, followed by a lower secondary control pressure, preferably around 6.5 bar, after one or a few seconds.
  • Graph C represents the exhaust backpressure obtained at the various engine speeds if the exhaust brake is activated at the respective speeds by a control pressure corresponding to the secondary control pressure P 2 , preferably around 6.5 bar.
  • Graphs A and C show that quite different exhaust backpressures occur depending on the engine speed at which the exhaust brake is activated.
  • a substantially lower backpressure is obtained if, as per graph C, the exhaust brake is activated at a definitely higher engine speed than if, as per graph A, it is activated at a low speed which thereafter increases to a correspondingly higher speed.
  • This latter case may occur, for example, when driving on steep downhill runs but is undesirable, since the same exhaust backpressure is desired at a specific engine speed, irrespective of the mode of driving.
  • graphs A and B show that substantially the same exhaust backpressure is obtained irrespective of whether the exhaust brake is activated at a lower speed as per graph A or at a higher speed as per graph B.
  • Figure 5 shows as a function of engine speed the engine brake effect obtained in corresponding activation situations A,B,C as in Figure 4. It also shows that the engine brake effect is considerably greater at higher engine speeds with the method according to the invention (graph B) than with constant control pressure (graph C).
  • the invention is not to be confused with mass-inertia compensating control whereby the control system is activated by a higher tractive force to set its movable masses in motion, followed by reduction of the force when the masses have definitely begun to move of themselves.
  • the essential point of the invention is that a greater force level is activated throughout the throttle closing movement against the developed exhaust gas flow, so that a fully closed position is actually reached before a smaller acting force is activated.
  • the embodiment depicted in Figure 1 with a proportionally controlled valve 11 is also suitable for white-smoke limitation, which may be activated when the control unit 13 receives input signals which detect cold starting, whether manually or automatically.
  • White-smoke limitation involves using a further third control pressure substantially lower than the secondary one. In a system where the primary and secondary control pressures are around 7.9 and 6.5 bar respectively, the third control pressure will be less than 50% of the primary, preferably around 3 bar.
  • the embodiment depicted in Figure 2 may be modified by connecting a second pressure reducing valve for pressurisation of the operating cylinder 10. This second pressure reducing valve may reduce the pressure to a considerably lower level than the pressure obtained from the pressure reducing valve 25. The third pressure is maintained until a predetermined value of a predetermined parameter is reached, e.g. until a certain time has passed or a certain engine temperature is reached.
  • the pressure control levels exemplified in this embodiment are entirely suited to the particular exhaust brake throttle lever 17. Different lengths of the lever 17 result in different control pressure values.
  • the experiments and tests from which the graphs in Figures 4 and 5 are derived were based on using a lever 17 approximately 5.4 centimetres long and an operating cylinder diameter of approximately 3.5 centimetres.
  • the combustion engine used for the experiments and tests was a six-cylinder diesel engine with an output of around 380 hp with a cylinder volume of 12 litres.
  • the relative values of the control pressure should be within the range defined below, where the primary, secondary and third control pressures are denoted by P 1 , P 2 and P 3 respectively.
  • P 1 , P 2 and P 3 respectively.
  • the second control pressure be around 80% of the primary pressure and that the third control pressure for white-smoke limitation be around 40% of the primary pressure.
  • eccentric throttle may be replaced by an exhaust pipe of non-circular cross-section in which the axis of rotation of the exhaust throttle divides the throttle into two portions with unequal areas.
  • the invention is not limited to an embodiment with successive decrease of the primary control pressure to the lower secondary control pressure corresponding to the control illustrated in Figure 3.
  • the primary higher control pressure may be activated for at least one or a few seconds, with a relatively rapid reduction to the lower secondary control pressure.
  • the period over which the reduction takes place may be from a few tenths of a second to more than a second.
  • control pressure in an operating cylinder is controlled, it may also be implemented in embodiments with other operating devices whereby mechanical force transfer mechanisms change gear-ratio from a first phase acting on the exhaust brake throttle to a secondary phase after a second or a few.
  • control pressure is stated, since it is proportional to the control force acting on the throttle. In other embodiments or with other dimensions there may be other pressures or entirely different parameters.
  • the essential point is that the control force acting on the throttle can have at least two different selectable values.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
EP19960850035 1995-02-23 1996-02-22 Method and arrangement for control of an exhaust brake in a combustion engine Expired - Lifetime EP0728920B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE9500667 1995-02-23
SE9500667A SE510105C2 (sv) 1995-02-23 1995-02-23 Förfarande och arrangemang för reglering av en avgasbroms i en förbränningsmotor

Publications (3)

Publication Number Publication Date
EP0728920A2 EP0728920A2 (en) 1996-08-28
EP0728920A3 EP0728920A3 (en) 1997-05-02
EP0728920B1 true EP0728920B1 (en) 1999-04-21

Family

ID=20397335

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19960850035 Expired - Lifetime EP0728920B1 (en) 1995-02-23 1996-02-22 Method and arrangement for control of an exhaust brake in a combustion engine

Country Status (3)

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EP (1) EP0728920B1 (sv)
DE (1) DE69602118T2 (sv)
SE (1) SE510105C2 (sv)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SE526865C2 (sv) * 2004-02-25 2005-11-15 Scania Cv Ab Övervakning av motorkylvätsketemperaturgivare
CN104121108B (zh) * 2014-07-03 2017-03-08 潍柴动力股份有限公司 一种柴油机压缩释放制动控制方法、装置及系统

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1103682B (de) * 1958-07-31 1961-03-30 Kloeckner Humboldt Deutz Ag Ventilgesteuerte Viertaktbrennkraft-maschine mit Auspuffbremse
DE2505675A1 (de) * 1975-02-11 1976-08-19 Daimler Benz Ag Auspuffbremse fuer kraftfahrzeuge
US4220008A (en) * 1978-12-28 1980-09-02 Cummins Engine Company Exhaust brake modulating control system
GB8425657D0 (en) * 1984-10-10 1984-11-14 Austin Rover Group Exhaust system
DE3914698A1 (de) * 1989-05-04 1990-11-08 Daimler Benz Ag Verfahren zur steuerung eines motorbremssystems einer ein fahrzeug antreibenden brennkraftmaschine
US5079921A (en) * 1990-06-11 1992-01-14 Navistar International Transporation Corp. Exhaust back pressure control system
US5193657A (en) * 1991-03-07 1993-03-16 Jatco Corporation Exhaust braking control apparatus
JPH0726989A (ja) * 1993-07-09 1995-01-27 Jatco Corp 排気ブレーキ装置を備える車両のブレーキ制御装置

Also Published As

Publication number Publication date
SE9500667D0 (sv) 1995-02-23
SE510105C2 (sv) 1999-04-19
DE69602118D1 (de) 1999-05-27
SE9500667L (sv) 1996-08-24
EP0728920A3 (en) 1997-05-02
EP0728920A2 (en) 1996-08-28
DE69602118T2 (de) 1999-10-14

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