EP2049774A1 - Moteur à combustion interne - Google Patents

Moteur à combustion interne

Info

Publication number
EP2049774A1
EP2049774A1 EP07801521A EP07801521A EP2049774A1 EP 2049774 A1 EP2049774 A1 EP 2049774A1 EP 07801521 A EP07801521 A EP 07801521A EP 07801521 A EP07801521 A EP 07801521A EP 2049774 A1 EP2049774 A1 EP 2049774A1
Authority
EP
European Patent Office
Prior art keywords
valve
internal combustion
combustion engine
exhaust
engine according
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.)
Ceased
Application number
EP07801521A
Other languages
German (de)
English (en)
Inventor
Daniel Boehme
Markus Loeffler
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 EP2049774A1 publication Critical patent/EP2049774A1/fr
Ceased legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/06—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/04—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation using engine as brake
    • 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
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the invention relates to an internal combustion engine according to the preamble of claim 1.
  • the exhaust gas turbine is equipped with a variable turbine geometry for variable adjustment of the effective turbine inlet cross-section.
  • the variable turbine geometry is adjusted in a congestion reducing the cross-section, which can build up a high exhaust back pressure against which the cylinders of the internal combustion engine must perform Ausschubaille. If braking power is required in a current driving situation, this is applied in accordance with the AT 408 129 B primarily via the engine brake.
  • the throttle valve is in its open position, so that the cylinder contents can be pushed out by the piston movement in the exhaust line.
  • the problem may arise that the open outlet valves perform vibrations.
  • the invention has for its object to provide an internal combustion engine with little design effort, which allows the generation of high engine braking performance and at the same time ensures a long service life.
  • an exhaust cam acting on the additional cam is arranged on the camshaft, which is provided in addition to the cam, via which the exhaust valve is placed in the open position during normal operation of the internal combustion engine.
  • the additional lift curve of the exhaust valve to be achieved via the additional cam is out of phase with respect to the basic lift curve and overlaps at least partially with the lift curve of the intake valve.
  • the additional lift-off and opening of the exhaust valve which is added to lift in the normal charge cycle, allows, to some extent, the implementation of so-called internal exhaust gas recirculation, where a mass flow of exhaust gas from the exhaust train directly through opened charge-exchange valves the cylinder is returned to the intake manifold.
  • the exhaust gas recirculation is carried out in particular in partial load operation and enables a reduction of the nitrogen oxides NO x in the exhaust gas.
  • the internal exhaust gas recirculation makes it possible either to reduce the recirculated exhaust gas mass flow by a so-called external exhaust gas recirculation with external recirculation line between the exhaust system and the intake tract or possibly even completely set.
  • the closing time of the Sakhubkurve the exhaust valve is temporally after the closing time of the lift curve of the intake valve.
  • the intake and exhaust valves are open at the same time, there is a continuous flow connection via the cylinders between the exhaust tract and the intake tract.
  • an internal exhaust gas recirculation can be performed.
  • the piston is in the cylinder in the region of bottom dead center in the transition from the intake stroke to the compression stroke, whereby the cylinder can be partially filled with exhaust gas from the exhaust system and the Filling is improved overall.
  • the opening duration of the additional lift curve of the outlet valve is advantageously shorter than the opening duration of the inlet valve; it is expediently at least 30%, but usually not more or not much more than 50%.
  • the stroke of soirhubkurve is advantageously considerably lower than the stroke of the intake valve, while it is advantageously at least 10% of the stroke of the intake valve, but usually not more than 20%.
  • the shortened duration and the lower stroke of the exhaust valve during the additional lift curve means that in regular, fired operation of the internal combustion engine no or only minor effects compared to a fully closed in this phase exhaust valve can be expected.
  • an additional charge exchange valve may be provided, which is designed as a throttle valve which, like the exhaust valve in the open state releases an outlet in the exhaust line, but is operated independently of the exhaust valve.
  • This throttle valve is advantageously associated with a separate, separately actuated actuator, wherein the throttle valve is advantageously during the engine braking operation in a constant opening position and is closed in the fired operation.
  • the internal combustion engine is provided with an exhaust gas turbocharger whose exhaust gas turbine is equipped with variable turbine geometry for variable adjustment of the effective turbine inlet cross section.
  • the variable turbine geometry is transferred to a stowage position reducing the cross-section, resulting in high exhaust back pressures Adjust between the cylinder outlet and the exhaust gas turbine, which counteract the exhaust of the cylinder contents.
  • Fig. 1 is a schematic representation of a
  • FIG. 2 is a graph showing the lift curves for the intake and exhaust valves including an illustration of an additional lift curve for the exhaust valve.
  • an internal combustion engine which is, for example, a diesel engine or a gasoline engine. Shown is an enlarged view of a cylinder 1 of the internal combustion engine, the combustion chamber 9 via an inlet valve 5 is fluidly connected to the intake port 4 and an exhaust valve 7 with the exhaust manifold 6.
  • the intake passage 4 is part of the intake tract 20 of the internal combustion engine, whereas the exhaust manifold 6 with the Exhaust pipe 16 is connected to the internal combustion engine.
  • the inlet valve 4 When the inlet valve 4 is open, combustion air flows into the combustion chamber of the cylinder 1 via the inlet duct 4; the gas in the combustion chamber is discharged into the exhaust gas line or exhaust pipe 16 via the exhaust manifold 6 when the outlet valve 7 is open.
  • a camshaft 23 is provided, on which cams 24 and 25 are arranged, of which the cam 24 is associated with the inlet valve 5 and the cam 25 with the outlet valve 7.
  • the contour of the cams 24 and 25 is transferred by means of suitable transmission elements to the charge exchange valves 5 and 7.
  • the lift curve of the valves 5 and 7 is determined by the cam contour.
  • a throttle valve 28 is arranged as an exhaust valve on the cylinder 1, which opens into the exhaust pipe 16 into it.
  • the throttle valve 28 is actuated independently of the camshaft 23 via an actuator 29.
  • All charge exchange valves 5, 7 and 28 are located in the cylinder head 3 of the internal combustion engine.
  • the exhaust valve 7 is also assigned a further cam or the cam 25 still has an additional cam, via which the exhaust valve 7 an additional lift curve can be impressed.
  • This foilhubkurve is shown in Fig. 2 and will be explained with reference to FIG. 2.
  • the internal combustion engine is equipped with an exhaust gas turbocharger 2, which comprises an exhaust gas turbine 10 in the exhaust gas line 16 and a compressor 11 in the intake tract 20.
  • the turbine wheel of the exhaust gas turbine 10 is rotationally coupled via a shaft 12 to the compressor wheel of the compressor 11.
  • the compressor 11 via the Compressor inlet 19 combustion air supplied from the environment, which is compressed by the compressor to an increased pressure.
  • the air exits the compressor via the compressor outlet 21 and is conducted via the intake tract 20 into the inlet duct 4, wherein, if necessary, cooling in a charge air cooler is also carried out before flowing into the inlet duct.
  • the gas discharged from the combustion chamber 9 flows via the exhaust gas line 16 and the turbine inlet 17, where it drives the turbine wheel. Via the turbine outlet 18, the expanded gas is discharged from the turbine.
  • the exhaust gas turbine 10 is provided with a variable turbine geometry 13, via which the effective turbine inlet cross section is to be adjusted to the turbine between a minimum storage position and a maximum opening position.
  • the variable turbine geometry is exemplified as a brake grid, which is axially inserted into the turbine inlet channel.
  • a design as a guide grille in the
  • Turbine inlet cross section is arranged and has adjustable guide vanes.
  • the exhaust gas turbine 10 is bridged by a bypass 26, in which an adjustable bypass valve 27 is arranged.
  • the bypass 26 branches downstream of the exhaust gas turbine 10 of the exhaust pipe 16 and opens downstream of the exhaust gas turbine again in the exhaust pipe.
  • an actuator 14 is provided for adjusting the bypass valve 27, for adjusting the bypass valve 27, an actuator 14 is provided.
  • the internal combustion engine is provided with an exhaust gas recirculation device 30 having a return line 31 with an exhaust gas cooler disposed therein 32 and an adjustable, unidirectional check valve 33 includes.
  • the return line 31 branches off upstream of the exhaust gas turbine 10 from the exhaust pipe 16 and opens downstream of a charge air cooler 34 in the intake 20.
  • the exhaust gas recirculation device 30 is a so-called external exhaust gas recirculation, in which the return of the gas from the exhaust line in the intake is performed via a line outside the cylinder. If, on the other hand, a flow passage takes place directly from the exhaust gas line 16 via the combustion chamber 9 of the cylinder into the intake tract 20 when the inlet valve and the outlet valve are open, this is referred to as internal exhaust gas recirculation.
  • an adjustable brake flap 35 is arranged in the exhaust pipe 16.
  • the brake flap 35 is located immediately upstream of an exhaust gas purification device 36.
  • the actuators and actuators in the internal combustion engine or in the auxiliary units of the internal combustion engine are set via control signals of a control and control unit 15 as a function of various state and operating variables.
  • state and operating variables include, for example as engine parameters, the engine speed n, the boost pressure P L in the intake port 4 and the turbine inlet pressure P E at the turbine inlet 17.
  • Other parameters and influencing variables are the brake power requirement P B r / of the mechanical wheel brake P B ⁇ specified by the driver. R and possibly the handbrake P Br , H is supplied.
  • the driving speed v and possibly a danger signal GS which designates a dangerous situation, are taken into account as variables characterizing the driving state.
  • a safety check of the charge exchange valves can be carried out in a block S, with an error signal F is displayed.
  • All of the aforementioned influencing variables or state and operating variables are supplied to the control and regulating unit 15 and processed there.
  • control signals for setting, for example, the variable turbine geometry 13, the actuator 29 for the throttle valve 28, the actuator 14 for the bypass valve 27 and the check valve 33 in the exhaust gas recirculation device 30 are generated.
  • a graph is plotted with the lift curves AV and EV for the exhaust valve and the intake valve as a function of the crank angle, shown in degrees.
  • the exhaust valve is open with the lift curve AV; this angular range characterizes the ejection phase.
  • Approximately between 360 ° (top dead center OT) and 540 ° crank angle is the intake valve with the lift curve EV in the open position; this phase is called the inlet phase.
  • the opening duration of the lift curve EV of the inlet valve is indicated by ⁇ E v.
  • the exhaust valve according to the registered lift curve AV 2 is additionally opened.
  • the opening duration of this additional lift curve AV 2 of the exhaust valve is indicated by ⁇ A v, z, it is at least 30% of the opening duration ⁇ EV of the lift curve EV of the intake valve, but expediently not more than 50%.
  • the Hubkurven assume the Vietnamese Unionkurve AV 2 is considerably lower than the level of the lift curves AV and EV, the stroke H A v, z the 1925hubkurve AV 2 is expediently at least 10% of the stroke H EV of the intake valve, but advantageously not more than 20% or 30%.
  • the outlet-open time - ie the beginning of the lift curve AV 2 - approximately coincides with the maximum of the lift curve EV of the intake valve.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Supercharger (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
  • Valve Device For Special Equipments (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)

Abstract

L'invention concerne un moteur à combustion interne comprenant un arbre à cames (23) mettant sous pression des valves d'admission et d'échappement (5, 7), la courbe de levée (EV, AV) des valves d'admission et d'échappement (5, 7) étant définie par la forme des cames (24, 25) de l'arbre à cames (23). Sur l'arbre à cames (23) est disposée une came supplémentaire, mettant sous pression la valve d'échappement (7) et conférant ainsi à la valve d'échappement (7) une courbe de levée supplémentaire à phase décalée (AV<SUB>z</SUB>).
EP07801521A 2006-08-10 2007-08-06 Moteur à combustion interne Ceased EP2049774A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102006037396A DE102006037396A1 (de) 2006-08-10 2006-08-10 Brennkraftmaschine
PCT/EP2007/006929 WO2008017440A1 (fr) 2006-08-10 2007-08-06 Moteur à combustion interne

Publications (1)

Publication Number Publication Date
EP2049774A1 true EP2049774A1 (fr) 2009-04-22

Family

ID=38820348

Family Applications (1)

Application Number Title Priority Date Filing Date
EP07801521A Ceased EP2049774A1 (fr) 2006-08-10 2007-08-06 Moteur à combustion interne

Country Status (7)

Country Link
US (1) US7823559B2 (fr)
EP (1) EP2049774A1 (fr)
JP (1) JP2010500497A (fr)
KR (1) KR101056881B1 (fr)
CN (1) CN101501305B (fr)
DE (1) DE102006037396A1 (fr)
WO (1) WO2008017440A1 (fr)

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EP2388461A1 (fr) * 2010-05-21 2011-11-23 C.R.F. Società Consortile per Azioni Contrôle de récirculation interne de gaz d'échappement d'un moteur à combustion interne
AT510236B1 (de) * 2010-07-26 2015-12-15 MAN Truck & Bus Österreich AG Verfahren zur motorbremsung
JP6011291B2 (ja) * 2012-12-05 2016-10-19 日産自動車株式会社 過給機付き内燃機関の制御装置
DE102015110558B4 (de) * 2015-07-01 2022-10-06 Volkswagen Aktiengesellschaft Brennkraftmaschine
DE102015214616B4 (de) 2015-07-31 2018-08-23 Ford Global Technologies, Llc Verfahren zum Betreiben einer abgasturboaufgeladenen Brennkraftmaschine mit Teilabschaltung
SE541865C2 (en) * 2017-03-22 2020-01-02 Scania Cv Ab Four-stroke internal combustion engine and thereto related vehicle and method
DE102017003081A1 (de) * 2017-03-31 2018-10-04 Man Truck & Bus Ag Variabler Ventiltrieb mit Bremsnocken
KR102613450B1 (ko) 2018-10-02 2023-12-15 삼성전자주식회사 냉장고
JP7368593B2 (ja) * 2019-08-05 2023-10-24 ジェイコブス ビークル システムズ、インコーポレイテッド 正の力および気筒休止の動作と副バルブ事象との組み合わせ

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Also Published As

Publication number Publication date
KR20090040376A (ko) 2009-04-23
US20090173313A1 (en) 2009-07-09
WO2008017440A1 (fr) 2008-02-14
DE102006037396A1 (de) 2008-02-14
US7823559B2 (en) 2010-11-02
CN101501305B (zh) 2011-09-07
CN101501305A (zh) 2009-08-05
KR101056881B1 (ko) 2011-08-12
JP2010500497A (ja) 2010-01-07

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