EP0990781A2 - Méthode de frein moteur pour un moteur suralimenté - Google Patents

Méthode de frein moteur pour un moteur suralimenté Download PDF

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Publication number
EP0990781A2
EP0990781A2 EP99116963A EP99116963A EP0990781A2 EP 0990781 A2 EP0990781 A2 EP 0990781A2 EP 99116963 A EP99116963 A EP 99116963A EP 99116963 A EP99116963 A EP 99116963A EP 0990781 A2 EP0990781 A2 EP 0990781A2
Authority
EP
European Patent Office
Prior art keywords
engine braking
engine
setting
turbine geometry
hard
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.)
Granted
Application number
EP99116963A
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German (de)
English (en)
Other versions
EP0990781B1 (fr
EP0990781A3 (fr
Inventor
Erwin Schmidt
Siegfried Sumser
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.)
Daimler AG
Original Assignee
DaimlerChrysler AG
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 DaimlerChrysler AG filed Critical DaimlerChrysler AG
Publication of EP0990781A2 publication Critical patent/EP0990781A2/fr
Publication of EP0990781A3 publication Critical patent/EP0990781A3/fr
Application granted granted Critical
Publication of EP0990781B1 publication Critical patent/EP0990781B1/fr
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 invention relates to an engine braking method for a supercharged Internal combustion engine according to the preamble of the claim 1.
  • the guide grille is in a stowed position transferred in which the turbine cross section is reduced, whereby a high exhaust gas back pressure is built up.
  • the exhaust gas flows at high speed through the channels between the Guide vanes and applies a high to the turbine wheel Pulse.
  • the turbine power is transferred to the compressor whereupon the combustion air supplied to the engine from Compressor is put under increased boost pressure.
  • the invention is based on the problem of the behavior of the engine brake with simple measures to influence in the way that braking adapted to different situations is possible.
  • variable turbine geometry provides a range for the movement of the influencing the effective turbine cross section Defined component within which the variable turbine geometry depending on the current situation can take different positions.
  • the hard and the soft braking settings mark limit values within the maximum possible positions caused by the stowed position with minimal turbine cross section and the opening position with maximum turbine cross-section are marked; by the hard and the soft brake setting marked bandwidth puts through a section within the maximum possible Stops represent limited positions of the turbine geometry.
  • the hard brake setting is the effective turbine cross section more reduced than in the soft brake setting, so that in the hard brake setting a higher exhaust back pressure in the exhaust line upstream of the turbine and also one higher engine braking power can be generated than in the softer brake setting. Between the two brake settings are any settings of the variable turbine geometry possible.
  • the hard brake setting and the soft brake setting stand in a certain relationship to one of the fired Drive mode associated with the starting position of the turbine geometry.
  • the turbine geometry increases in the starting position their smallest cross section this mode of operation, starting from the starting position is opened further with increasing load or speed, the turbine cross section usually in the starting position is more open than in the stowed position.
  • the hard brake setting between the Stowage position with the smallest possible turbine cross section and the Starting position and the soft brake setting between the Starting position and the opening position with the greatest possible Turbine cross section lies. The two brake settings are thus on this side and beyond the starting position for the fired operation.
  • variable turbine geometry adjusting travel greatly reduced. It is enough, setting the variable turbine geometry in a smaller one Vary the range, however, of the main engine braking performance sections detected. This has the advantage that a small travel range for the variable turbine geometry Changes in engine braking power allowed.
  • the turbine geometry Since only relatively small travel ranges have to be applied, can the turbine geometry with little effort and in a short time can be adjusted between the different braking positions. This makes it possible to quickly approach new driving situations react and influence the dynamic behavior of the vehicle.
  • the turbine geometry is in the hard brake setting with a correspondingly high engine braking power, so the charger shows a quick response.
  • the turbine geometry is in the soft brake setting with a correspondingly lower engine braking power, so the engine brake is applied evenly and gently, which means lower forces on the braked wheels and smaller speed changes has the consequence.
  • the change from hard setting to soft setting and vice versa realized with short travel ranges with the least possible loss of time become.
  • the starting position is expediently in the range of the largest Gradients of the engine braking power travel curve. Minor Cause changes in the travel of the variable turbine geometry a maximum change in engine braking power.
  • the hard one Brake adjustment and the soft brake adjustment are located on both sides of this point in the high gradient area, so that with a short travel range, a large engine braking power spectrum is covered.
  • the hard brake setting lies in the maximum engine braking power, which is close to the stowed position with a small opening of the Turbine geometry is located.
  • the engine braking power maximum is by reducing the effective turbine cross-section generates high exhaust gas back pressure, on the other hand can be caused by the open Turbine geometry exhaust gas channels with high flow velocities flow and a large flow impulse the turbine wheel transmitted.
  • the softer brake setting is due to a lower engine braking power featured.
  • the softer one is preferred Brake setting chosen so that in this setting achievable engine braking power is lower than in the stowed position the variable turbine geometry, in which one is clearly below of the maximum engine braking power is reached.
  • the engine braking power in the softer setting is in particular no more than 50% of the braking power in the hard setting. The braking power spectrum obtained with these settings is sufficient to for all commonly occurring Provide the required engine braking power in driving situations.
  • the travel path, the one for adjusting the variable turbine geometry from the hard one Brake setting to the starting position in fired operation is chosen the same size as the travel range, the one for adjusting from the starting position to the soft brake setting is required.
  • This version stands out due to a symmetrical position of the drive starting position between the two brake settings so that from the drive starting position towards both brake settings the same travel ranges must be applied.
  • the decision about the engine braking power to be applied can be influenced by an automatic control intervention, with various state variables as a decision criterion of the vehicle or other company sizes the vehicle deceleration, in particular the inclination of the road and the temperature of the wheel brakes. As a further influencing variable in trailer vehicles the thrust of the trailer on the Tractor are taken into account. These controlled variables can be used with a manual intervention, especially the speed setting in a cruise control function.
  • Fig. 1a shows the course of the effective turbine cross-section A T in dependence on the actuation path s of an actuator, which acts upon the variable turbine geometry in the exhaust gas turbine of an exhaust turbocharger.
  • AT actuation path
  • s a stagnation position of the variable turbine geometry
  • the function of the turbine cross section AT increases degressively.
  • a first point AT, h is entered, which is referred to below as the hard brake setting.
  • the hard brake setting A T, h is achieved with an adjustment path S h of the actuator that acts on the variable turbine geometry.
  • a point A T, A is reached with an adjustment path s A , which marks a drive starting position of the turbine geometry in the fired drive operating mode.
  • the drive starting position AT, A designates that point with a minimal flow cross section on the curve, from which the variable turbine geometry is adjusted in the direction of arrow 1 in fired drive mode in the direction of larger turbine cross sections.
  • a soft braking setting AT, w is achieved.
  • the turbine cross section is opened further than in the drive starting position AT, A , in which the turbine cross section is again opened further than in the hard brake setting AT, h .
  • the hard brake setting A T, h, the drive starting position A T, A and the soft brake setting A T, w Mark adjustable predeterminable and storable in a regulating and control unit of the internal combustion engine or programmable points of the function of the turbine cross-section A T.
  • the variable turbine geometry of the exhaust gas turbine can only be adjusted between the hard braking setting AT, h and the soft braking setting AT, w .
  • the area between the hard and soft brake setting marks a brake band 2 within the maximum possible range between the turbine cross-section minimum AT, min and the turbine cross-section maximum AT, max , the brake band 2 including the drive starting position AT, A. .
  • the drive starting position AT, AT is approximately in the middle between the hard and soft brake settings AT, h and AT, w .
  • the travel distance between s h and s A is approximately the same as the travel distance between s A and s w .
  • the engine braking power M Br increases very sharply up to a maximum P Br, max , which is achieved with travel s h with the associated brake setting AT, h (FIG. 1a).
  • the increase in engine braking power is due to the higher air flow through the open flow channels of the turbine geometry and the higher power transferred to the turbine.
  • the engine braking power maximum P Br, max is also the hard braking power P Br, h assigned to the hard braking setting.
  • the engine braking power then drops steeply and then falls more gently down to a minimum value P Br, min that is reached with the maximum possible travel s max .
  • the output drive power P A lies in the middle between hard and soft braking power P Br, h and P Br, w in the area of the greatest gradient of the curve.
  • the soft braking power P Br, w is slightly below the initial engine braking power M Br, 0 .
  • the soft braking power P Br, w is a maximum of half the engine braking power maximum P Br, max .
  • variable turbine geometry 4 for variable adjustment the effective turbine cross section.
  • the variable turbine geometry 4 for example as a guide grill is designed with rotatable guide vanes Actuator 5 adjusted by the travel s.
  • the controller 6 communicates with various structural units, in which signals are generated or entered.
  • a manual setting 7 the driver can step between a predetermined maximum, hard and a predetermined choose the minimum, soft brake setting.
  • the chosen one Brake setting is used for further processing as an input signal fed to the controller 6.
  • Manual entry is not mandatory, it may be appropriate in the controller 6 automatically determine an optimal value for the engine braking power allow. In the event of conflicts between a manual entry and an optimal value calculated by the controller 6 becomes the Controller value preferred.
  • Manual setting 7 can be made using a Switch 13 can be turned on or off.
  • the controller 6 receives the current as further input signals Road inclination, measured with an inclination sensor 8, is the current one Thrust, especially with team vehicles, measured with a thrust or force sensor 9, the current deceleration, measured with a delay sensor 10, and the current temperature the wheel brakes, measured with a temperature sensor 11, transmitted.
  • a further unit 12 further engine and Vehicle operating parameters such as engine speed, load etc. are available and transmitted to the controller 6 as input signals.
  • the controller 6 calculates the respective from the input signals optimal value of the engine braking power within the given Brake band.
  • Fig. 3 shows a variable turbine geometry, designed as Guide vane 14 with guide vanes 15.
  • the guide vane 14 is located in the turbine inlet cross section of the exhaust gas turbine.
  • the gap cross section 17 between two adjacent guide vanes 15 can be varied, creating the effective turbine cross section can be set variably.
  • the illustration shown is the gap cross section 17 to a minimum reduced. This makes the effective turbine cross-section also minimal; the variable turbine geometry takes its toll Stowed position.
  • the turbine size is optimally adapted to the internal combustion engine used in order to enable high engine braking powers with relatively low thermal loads.
  • the turbo braking factor TBF is less than 2 ⁇ . The value may be less than 0.5 ⁇ .
  • the turbo brake factor is of the order of magnitude of less than 5 ⁇ preferably in a range between 1 ⁇ and 3 ⁇ .

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supercharger (AREA)
EP99116963A 1998-09-29 1999-08-27 Méthode de frein moteur pour un moteur suralimenté Expired - Lifetime EP0990781B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19844573A DE19844573A1 (de) 1998-09-29 1998-09-29 Motorbremsverfahren für eine aufgeladene Brennkraftmaschine
DE19844573 1998-09-29

Publications (3)

Publication Number Publication Date
EP0990781A2 true EP0990781A2 (fr) 2000-04-05
EP0990781A3 EP0990781A3 (fr) 2000-11-08
EP0990781B1 EP0990781B1 (fr) 2004-03-31

Family

ID=7882606

Family Applications (1)

Application Number Title Priority Date Filing Date
EP99116963A Expired - Lifetime EP0990781B1 (fr) 1998-09-29 1999-08-27 Méthode de frein moteur pour un moteur suralimenté

Country Status (3)

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US (1) US6220032B1 (fr)
EP (1) EP0990781B1 (fr)
DE (2) DE19844573A1 (fr)

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6647954B2 (en) * 1997-11-17 2003-11-18 Diesel Engine Retarders, Inc. Method and system of improving engine braking by variable valve actuation
DE19931009B4 (de) * 1999-07-06 2008-12-11 Daimler Ag Motorbremsverfahren für eine aufgeladene Brennkraftmaschine und Vorrichtung hierzu
ITTO20010029A1 (it) * 2001-01-16 2002-07-16 Iveco Fiat Motore endotermico provvisto di un dispositivo di frenatura a decompressione e di un turbocompressore con turbina a geometria variabile.
US6594996B2 (en) 2001-05-22 2003-07-22 Diesel Engine Retarders, Inc Method and system for engine braking in an internal combustion engine with exhaust pressure regulation and turbocharger control
US6866017B2 (en) * 2001-05-22 2005-03-15 Diesel Engine Retarders, Inc. Method and system for engine braking in an internal combustion engine using a stroke limited high pressure engine brake
ATE325264T1 (de) * 2001-05-22 2006-06-15 Jacobs Vehicle Systems Inc Verfahren und system zur motorbremsung in einem verbrennungsmotor
DE10343621A1 (de) * 2003-09-20 2005-04-28 Deere & Co Reifendruckeinstellanlage
DE102004034070A1 (de) * 2004-07-15 2006-02-09 Daimlerchrysler Ag Brennkraftmaschine mit einem Abgasturbolader
DE102015001081A1 (de) 2015-01-28 2016-07-28 Man Truck & Bus Ag Motorbremsverfahren für eine aufgeladene Brennkraftmaschine und Vorrichtung zur Modulation einer Motorbremsleistung eines Kraftfahrzeugs mit aufgeladener Brennkraftmaschine

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1995026466A1 (fr) * 1994-03-29 1995-10-05 Ab Volvo Dispositif de regulation de la puissance de freinage moteur dans un moteur a combustion interne
DE19637999A1 (de) * 1996-09-18 1998-03-19 Daimler Benz Ag Verfahren zum Betreiben einer Motorbremse und Vorrichtung zur Durchführung des Verfahrens
DE19750331A1 (de) * 1996-11-13 1998-05-20 Mitsubishi Motors Corp Hilfsbremssystem
DE19727141C1 (de) * 1997-06-26 1998-08-20 Daimler Benz Ag Brennkraftmaschinen - Turbolader - System

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5813231A (en) * 1994-07-29 1998-09-29 Caterpillar Inc. Engine compression braking apparatus utilizing a variable geometry turbocharger
US5718199A (en) * 1994-10-07 1998-02-17 Diesel Engine Retarders, Inc. Electronic controls for compression release engine brakes
DE19540060A1 (de) * 1995-10-27 1997-04-30 Daimler Benz Ag Motorbremsvorrichtung
DE19615237C2 (de) * 1996-04-18 1999-10-28 Daimler Chrysler Ag Abgasturbolader für eine Brennkraftmaschine
DE19752534C1 (de) * 1997-11-27 1998-10-08 Daimler Benz Ag Radialdurchströmte Abgasturboladerturbine
DE19833147C2 (de) * 1998-07-23 2000-05-31 Daimler Chrysler Ag Verfahren zur Einstellung der Motorbremsleistung einer aufgeladenen Brennkraftmaschine

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1995026466A1 (fr) * 1994-03-29 1995-10-05 Ab Volvo Dispositif de regulation de la puissance de freinage moteur dans un moteur a combustion interne
DE19637999A1 (de) * 1996-09-18 1998-03-19 Daimler Benz Ag Verfahren zum Betreiben einer Motorbremse und Vorrichtung zur Durchführung des Verfahrens
DE19750331A1 (de) * 1996-11-13 1998-05-20 Mitsubishi Motors Corp Hilfsbremssystem
DE19727141C1 (de) * 1997-06-26 1998-08-20 Daimler Benz Ag Brennkraftmaschinen - Turbolader - System

Also Published As

Publication number Publication date
US6220032B1 (en) 2001-04-24
EP0990781B1 (fr) 2004-03-31
DE19844573A1 (de) 2000-03-30
DE59909013D1 (de) 2004-05-06
EP0990781A3 (fr) 2000-11-08

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