EP2167799B1 - Procédé et dispositif pour augmenter la puissance de freinage moteur d'un moteur à combustion interne à piston alternatif dans un véhicule, en particulier d'un moteur diesel - Google Patents

Procédé et dispositif pour augmenter la puissance de freinage moteur d'un moteur à combustion interne à piston alternatif dans un véhicule, en particulier d'un moteur diesel Download PDF

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Publication number
EP2167799B1
EP2167799B1 EP08773497A EP08773497A EP2167799B1 EP 2167799 B1 EP2167799 B1 EP 2167799B1 EP 08773497 A EP08773497 A EP 08773497A EP 08773497 A EP08773497 A EP 08773497A EP 2167799 B1 EP2167799 B1 EP 2167799B1
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EP
European Patent Office
Prior art keywords
air
engine
valve
injection
storage device
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.)
Not-in-force
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EP08773497A
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German (de)
English (en)
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EP2167799A1 (fr
Inventor
Eduard Gerum
Hubert Hitziger
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Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
Original Assignee
Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
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Publication of EP2167799A1 publication Critical patent/EP2167799A1/fr
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    • 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
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B21/00—Engines characterised by air-storage chambers
    • 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
    • F02D13/0276—Actuation of an additional valve for a special application, e.g. for decompression, exhaust gas recirculation or cylinder scavenging
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/0406—Layout of the intake air cooling or coolant circuit
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • 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 a method and a device for increasing the engine braking power of a reciprocating internal combustion engine of a vehicle, in particular a diesel engine, each having at least one cylinder with at least one inlet valve and an exhaust valve, a turbine, a compressor, an air compressor, at least one memory , a charge air line and a control device.
  • braking power of such supercharged with a turbocharger and a compressor turbochargers diesel engines is also lower with increasing degree of turbocharger by the capacity / engine size reduction thus made possible.
  • braking power In supercharged diesel engines, however, an adequate braking power must be available in each case with the engine power. This problem therefore arises in particular in the current "down-sizing" of engines, in which displacement-sized and heavy engines are replaced by smaller displacement and lighter engines with significantly increased specific power.
  • Exhaust throttle valves which allow at high engine speeds by more or less complete closure of the exhaust pipe increased exhaust back pressure and thus better engine braking performance.
  • a disadvantage of this simple technique is that the braking power is predominantly achieved only by the throttle losses of the more or less closed space between the piston crown and exhaust flap back and forth exhaust gases, which in addition to a modest yield - the maximum achievable braking power corresponds to about 50% of Motor performance - especially leads to an undesirable heating of the already highly thermally highly loaded exhaust and injectors.
  • the internal combustion engine comprises at least one cylinder with at least one inlet valve and a brake valve, a turbine, a compressor, an air compressor connected to a reservoir, a charge air line and a control device.
  • the one memory communicates with the brake valve and stores air that is compressed by the internal combustion engine in the braking mode.
  • the one memory can also be charged by an additional air compressor.
  • the brake valve is opened and by the communication with the air volume stored in the memory, a braking performance of the internal combustion engine is increased in an engine braking operation.
  • DE 10 2004 047975 A1 describes a method and apparatus for increasing torque of a reciprocating internal combustion engine, particularly a diesel engine with at least one cylinder having at least one inlet valve and an exhaust valve, a turbine, a compressor, an air compressor connected to a reservoir, and a controller.
  • An outlet of the accumulator is connected via a control valve to an intake passage or an intake passage of the engine. Compressed air stored in the accumulator by the air compressor is injected into the cylinder in clocked fashion by an intake valve at a torque request.
  • WO 2006/089779 A describes a device for supplying fresh air to a turbocharged reciprocating internal combustion engine and a method for operating the same.
  • An air tank is fed by an air compressor with compressed air, which is available for blowing into the intake tract of the internal combustion engine to a so-called turbo lag at a torque request reduce.
  • the additional air is injected via the device for fresh air supply.
  • the invention therefore has the object to provide an improved method for increasing the engine braking performance of a reciprocating internal combustion engine of a vehicle and a corresponding device.
  • the object is achieved by a method having features of claim 1 and by an apparatus having the features of claim 10.
  • the invention provides a method in which each cylinder of the engine individually or the intake tract in the braking phase additional air is supplied clocked in total.
  • the feed valve is controlled by the controller, advantageously ensuring that the compressed air brake system does not suffer from compressed air loss. At the same time a check of the pressure is possible.
  • the particular advantage lies in the pulsed injection of the additional injection air as a function of actually required braking power.
  • An additional air injection is advantageous only when it is needed. Thus, a high saving is achieved.
  • a time segment for controlling the control valve is determined by the control device by a predefinable or stored data value. This ensures that the Einblas Kunststoff superimposed on the present in the inlet channel flow of the charge air and thus a temperature exchange of these gases can take place and thus also advantageously counteracts overheating of the combustion chamber-related parts .. Furthermore, is achieved by this predetermined period advantageous that at a certain period of blowing this is completed soon enough so that no backflow of the injection air from the cylinder into the intake system or the charge air line takes place there and triggers faults.
  • control device sets the amount of injection air in dependence on the respective operating state of the engine and the vehicle by the pressure regulator.
  • a particularly effective braking performance increase of the engine is achieved because the injection quantity depends on several operating parameters.
  • the amount of Einblas Kunststoff be adjusted in the engine depending on the required braking power of the engine by the control device based on predetermined stored table values matched.
  • an inlet of the air compressor is connected in each case via a switching valve to a second air inlet or the charge air line as a function of a pressure prevailing in the charge air line.
  • a device for increasing the engine braking power of a reciprocating internal combustion engine of a vehicle, in particular a diesel engine, each having at least one cylinder with at least one inlet valve and a brake valve, a turbine, a compressor, an air compressor, a memory, a charge air line, and a control device is characterized in that an outlet of the memory is connected via a control valve with an inlet duct or with the intake duct of the engine.
  • an inlet of a second accumulator is connected to a first accumulator via a feed valve.
  • the compressed air brake system with its memory and its compressed air generation for the compressed air generation of the injection air used the second memory is a special security for the compressed air brake system, since it forms a separate compressed air circuit for blowing the stored compressed air in it.
  • control valve and the outlet of the second memory are connected via a pressure regulator, this pressure regulator offers the possibility to adjust the amount of injection air in a simple manner by adjusting the pressure of the injection air flowing through it during blowing ,
  • the air injection line is connected to the inlet channel via an injection channel or a blow-in line, the injection channel or the injection line being introduced into the cylinder head of the engine or being arranged in the inlet channel, thus providing targeted injection, for example independently of the pressure conditions in the charge air channel. is reached.
  • a heat exchanger is arranged in the connecting line from the outlet of the second memory to the injection channel or to the injection line.
  • the injection air can be advantageously cooled in braking mode and thus contribute to a thermal discharge of the engine during braking operation.
  • the figure shows a schematic representation of parts of an engine 1 of a vehicle, not shown, with components with the device according to the invention for carrying out the method according to the invention.
  • cylinder 20 From the engine 1, which may have one or more cylinders, only one cylinder 20 is shown by way of example with a displaceably arranged in it lifting piston 18 in its upper region in partial section.
  • the cylinder 20 is closed at its top by a cylinder head 28 which also has one or more inlet valves (s) 21 with one or more inlet channels (channels) 22 and one or more outlet valves (s) 27 with one or more outlet channels (channels) and has connected thereto exhaust pipe 2.
  • the cylinder 20 is shown cut above a crankshaft no longer shown.
  • valves 21 and 27 open after power stroke of the engine 1 in this example down into a arranged between the top of the piston 18 and the bottom of the cylinder head 28 combustion chamber 19. It is the so-called compression stroke shown, in which the inlet valve 21 and the Exhaust valve 27 are closed, and wherein the lifting piston 18 moves in the direction of arrow upwards away from the crankshaft, thus reducing the combustion chamber 19.
  • compression stroke in which the inlet valve 21 and the Exhaust valve 27 are closed, and wherein the lifting piston 18 moves in the direction of arrow upwards away from the crankshaft, thus reducing the combustion chamber 19.
  • a turbine 3 with a compressor coupled to it via an exhaust pipe 24 of the turbine 3 is connected.
  • an exhaust valve 26 of a conventional engine brake is installed in an exhaust pipe 25 after the turbine 3.
  • the compressor 4 has a first air inlet 17.
  • An outlet of the compressor 4 is connected in this example via a charge air cooler 5 through a charge air supply line 34 with the charge air line 6 of the cylinder head 28.
  • the function of turbine 3 and compressor 4 and intercooler 5 are known and will not be explained further.
  • an additional, controlled “brake valve” 29 is shown schematically, the compressed air in the combustion chamber in the exhaust pipe 25 after reaching the top dead center of the piston 18 Turbine blows off and thus the compression work generated in the cylinder during the compression phase is destroyed.
  • the charge air line 6, which is shown schematically simplified here, is further connected to a first connection of a changeover valve 12, which is connected to a second connection to a second air inlet 31.
  • a third port of the change-over valve 12 is in communication with an inlet port of an air compressor 11, the outlet port of which is connected to a first reservoir 10 via a drier device 13.
  • the first memory 10 serves as a compressed air reservoir for a compressed air brake system of the vehicle, not shown, and is charged by the air compressor 11 with compressed air.
  • the associated brake system is not shown.
  • the first memory 10 is further connected via a feed valve 15 to a second memory 14, which is also used as a compressed air reservoir. Its output port is connected via an air line 32 to an inlet of a pressure regulator 9, which in turn is connected with its outlet via a connecting line 33 to an inlet of a control valve 8.
  • the control valve 8 communicates with its outlet with a Heileinblas effet 7 in connection.
  • valves 8, 12, 15 and the pressure regulator 9 The control of the valves 8, 12, 15 and the pressure regulator 9 is performed by a control device 16, which is shown in Figure 1 as a block. It is connected to the valves 8, 12, 15 and the pressure regulator 9, for example via electrical connection lines, wherein the valves 8, 9, 12, 15 are designed as solenoid valves.
  • one actuator per cylinder is connected, which is located on the engine 1. It is in this embodiment, an injector for fuel. Other sensors for temperature, pressure, etc. may also be included in it.
  • the control device 16 contains a so-called engine control computer or is connected to this. From it, the controller 16 obtains necessary information about the operating condition of the engine 1 and the vehicle, such as engine speed 1 and load, vehicle speed, engine 1 temperatures, intake air, exhaust gas, and the like.
  • the air compressor 11 compresses air which is supplied to its inlet via the switching valve 12 either from a second air inlet 31 or from the charge air line 6.
  • the switching valve 12 connects the air compressor 11 with the second air inlet 31.
  • the switching valve 12 connects the air compressor 11 with the charge air line 6, thereby advantageously increases the capacity of the air compressor 11 and the installation of a larger and more expensive air compressor 11 and a change of the brake system is avoided.
  • the air compressed by the air compressor 11 is dried by the drying device 13 in a known manner for the use of compressed air in an air brake system and stored in the first memory 10.
  • An unillustrated connection to the first memory 10 supplies the compressed air stored in it for use in the air brake system of the vehicle, also not shown.
  • the second memory 14 is filled via the feed valve 15 with compressed air from the first memory 10.
  • the feed valve 15 has the function of a safety valve for the compressed air brake system, so that no compressed air loss of the same can take place in this way.
  • the control device compares the value supplied by the pressure transducer with a predefinable desired value and switches the injection valve 15 accordingly on or off.
  • the feed valve 15 may also be designed autonomously.
  • the pressure regulator 9 at the outlet of the second memory 14 opens and closes automatically in response to the pressure in the interior of the second memory 14.
  • a control by the controller 16 which is represented by a connecting line in the Figure 1 is indicated.
  • the compressed air is supplied as injection air 36 from the second storage 14 via the control valve 8 controlled by the control device 16 via the air injection duct 7 in the intake manifold of the engine 1 via the inlet valves 21 is stirred.
  • the cycle times of the injection start and end of the additional injection air 36 from the second storage 14 are selected and the control device can be predetermined so that the injection air 36 is superimposed on the inlet flow 23 present in the inlet duct 22.
  • the Einblasende is set or the control device 16 can be specified that with reaching a sufficient peak braking power reduces the metered amount of air and, as soon as the natural braking power of the engine is sufficient to brake the vehicle is completely set.
  • the pressure in the second memory 14 or the pressure downstream of the pressure regulator 9 represents a variable variable for changing the quantity of blow-in air 36.
  • the setting of this pressure is carried out by the control device 16, for example via predefinable setting values or via data shown in a table in FIG a memory device are stored in the control device 16. These table data respectively correspond to the current operating state of the engine 1 and / or of the vehicle. Thus, the corresponding amount of additional injection air 36 can be determined and supplied to the cylinder 20 for each operating state.
  • the amount of Einblas Kunststoff 36 for example, on the achieved / desired braking speed of the engine 1 advantageously coordinate with each other, For example, based on the above-mentioned table values stored in the memory device 16.
  • the additional injection air 36 is switched off via the control valve 8 of the controller 16 immediately, and the usual installed, in their performance significantly lower engine brake, such as the exhaust valve 26, takes over the braking action.
  • the controller 16 prescribable measure or on the other hand for short-term, rapid and high braking operations "natural" braking power of the engine suffice, so in these phases, the controller 16, the supply of additional injection air 36 both for accelerating and for braking in the change arbitrarily activate.
  • the necessary amount of additional injection air 36 can advantageously be determined by the controller 16 and supplied to the engine 1, respectively this allows an advantageous increase in performance of the engine 1 both during acceleration and during braking.
  • the invention is not limited to the embodiment described above.
  • the feed valve 15 is formed as an autonomous valve, which is often used for compressed air systems.
  • the actuator may also be coupled to an actuator for timing of the camshaft.
  • the invention is applicable to engines 1 having one or more cylinders 20 with one or more intake and exhaust valves 21, 27, wherein the design of the engine 1 is not limited to a diesel engine.
  • injection air 36 before blowing into the cylinder 20 passes through a heat exchanger, so that their temperature can be optimally adapted to the respective operating state of the engine 1.
  • a vehicle without air brake system instead of two memories 10 and 14 have only the second memory 14, wherein the feed valve 15 may be omitted.
  • the air compressor 11 may additionally be connected directly to the inlet of the control valve 8 via a connection controllable by the control device 16, for example a controllable bypass valve.
  • an additional flap 35 may be arranged, which is controlled by the control device 16 in order to block the charge air supply line 34 in certain brake operating states.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Supercharger (AREA)

Abstract

L'invention concerne un procédé pour augmenter la puissance de freinage moteur d'un moteur à combustion interne à piston alternatif dans un véhicule, en particulier d'un moteur diesel (1), avec dans chaque cas au moins un cylindre (20) avec au moins une soupape d'admission (21) et une soupape d'échappement (27), une turbine (3), un compresseur (4), un compresseur d'air (11), au moins un accumulateur (10, 14), une conduite d'air de suralimentation (6) et un dispositif de commande (16). L'invention est caractérisée par les étapes de procédé suivantes : compression de l'air provenant d'une conduite d'air de suralimentation (6) ou d'une deuxième entrée d'air (31) à travers le compresseur d'air (11) ; accumulation de l'air comprimé par le compresseur d'air (11) dans l'au moins un accumulateur (10, 14) ; et soufflage cadencé d'air de soufflage (25) qui est accumulé sous forme d'air comprimé dans l'au moins un accumulateur (10, 14), et/ou qui est refoulé directement par le compresseur d'air (11), dans le cylindre (20) pour augmenter le travail de compression afin d'accroître la puissance de freinage moteur dans le cas d'une opération de freinage. L'invention concerne aussi un dispositif pour mettre en œuvre ce procédé.

Claims (16)

  1. Procédé à augmenter la puissance de freinage moteur d'un moteur à combustion interne à piston alternatif d'un véhicule, en particulier d'un moteur (1) du type Diesel, comprenant au moins un cylindre (20) à au moins une soupape d'entrée (21) et une soupape de freinage (29), une turbine (3), un compresseur (4), un compresseur de frein (11) raccordé à au moins un réservoir (10, 14), un conduit de l'air de suralimentation (6) et un dispositif de réglage (16), caractérisé par les étapes suivantes:
    (a) compression de l'air provenant d'un conduit de l'air de suralimentation (6) ou d'une deuxième entrée d'air (31) par ledit compresseur de frein (11);
    (b) accumulation de l'air comprimé par ledit compresseur de frein (11) dans ledit au moins un réservoir (10, 14); et
    (c) insufflation cadencée de l'air d'insufflation (36), qui est accumulé en tant que l'air comprimé dans ledit au moins un réservoir (10, 14) et/ou qui est débité en dehors dudit compresseur de freinage (11), dans ledit cylindre (20) afin d'augmenter le travail de compression afin d'augmenter la puissance de freinage moteur au cours d'une opération de freinage, dans lequel ladite étape (c) comprend les étapes partielles suivantes:
    (c1) détection d'un état de fonctionnement actuel dudit moteur (1) et du véhicule à la base des données d'un ordinateur de réglage du moteur et/ou des capteurs de mesure appropriés moyennant ledit dispositif de réglage (16;
    (c2) balayage d'une pression dans ledit au moins un réservoir (10, 14) moyennant un capteur de mesure et/ou via un régulateur de pression (9) et d'une pression d'admission dans ledit conduit de l'air de suralimentation (6) et transfert de cette information audit dispositif de réglage (16);
    (c3) insufflation de l'air d'insufflation (36) par commande d'une soupape de réglage (8) cadencée vers ladite soupape d'admission (21) dudit cylindre (20) par ledit dispositif de réglage (16) afin d'insuffler de l'air d'insufflation (36) dans ledit cylindre (20) quand ladite soupape d'admission (21) s'ouvre et un état de fonctionnement dudit moteur (1) au cours d'une opération de freinage est présent; et
    (c4) terminer l'insufflation de l'air d'insufflation (36) dans ledit cylindre (20), quand un niveau de puissance de freinage souhaité est achevé.
  2. Procédé selon la revendication 1, caractérisé en ce que dans ladite étape (b), l'air comprimé est alimenté d'abord dans un premier réservoir (10) et y accumulé, et en ce que l'air accumulé dans ledit premier réservoir (10) est alimenté via une soupape d'alimentation (15) dans un deuxième réservoir (14) pour l'accumulation dans ledit deuxième réservoir (1), quand un volume d'air prédéterminé est présent à une pression prédéterminée dans ledit premier réservoir (10).
  3. Procédé selon la revendication 1 ou 2, caractérisé en ce que ladite soupape d'alimentation (15) est commandée par ledit dispositif de réglage (16).
  4. Procédé selon la revendication 3, caractérisé en ce que dans l'étape partielle (c3) un intervalle est déterminé pour la commande de ladite soupape de réglage (8) par ledit dispositif de réglage (16) moyennant une valeur de donnée qu'on peut prédéterminer ou accumuler.
  5. Procédé selon une des revendications 1 à 4, caractérisé en ce que ledit dispositif de réglage (16) ajuste un volume de l'air d'insufflation (36) en fonction de l'état de fonctionnement respectif dudit moteur (1) et du véhicule moyennant ledit régulateur de pression (9).
  6. Procédé selon une quelconque des revendications 1 à 5, caractérisé en ce que le volume de l'air d'insufflation (36), les intervalles de réglage de ladite soupape d'admission (21) et de ladite soupape de freinage (29) sont ajustés en fonction de l'état de fonctionnement dudit moteur (1) moyennant ledit dispositif de réglage (16) à la base des valeurs tabulaires en mémoire, qu'on peut prédéterminer, en forme syntonisée l'un relativement à l'autre.
  7. Procédé selon une quelconque des revendications 1 à 6, caractérisé en ce qu'une entrée dudit compresseur de freinage (11) est raccordé respectivement via une soupape d'inversion (12) à ladite deuxième entrée d'air (31) ou dudit conduit de l'air de suralimentation (6) en fonction d'une pression régnant dans ledit conduit de l'air de suralimentation (6).
  8. Procédé selon une quelconque des revendications 1 à 7, caractérisé en ce qu'en ladite étape (c), au cours de l'insufflation cadencée de l'air d'insufflation (36) qui est débité en tant que l'air comprimé en dehors dudit compresseur de freinage (11), un clapet de soupape (35) dans un conduit d'alimentation de l'air de suralimentation (34) vers ledit conduit de l'air de suralimentation (6) est fermé par ledit dispositif de réglage (16).
  9. Dispositif à augmenter une puissance de freinage moteur d'un moteur à combustion interne à piston alternatif d'un véhicule, en particulier d'un moteur (1) du type Diesel, comprenant au moins un cylindre (20) à au moins une soupape d'entrée (21) et une soupape d'émission (27), une turbine (3), un compresseur (4), un compresseur de frein (11), au moins un réservoir (10, 14) et un dispositif de réglage (16), dans lequel une sortie dudit au moins un réservoir (10, 14) est raccordé à un passage d'admission (22) ou une partie d'aspiration dudit moteur via une soupape de réglage cadencée (8), caractérisé en ce qu'une soupape de freinage supplémentaire commandée (29) est disposée dans une culasse de cylindre (24) dudit moteur à combustion interne à piston alternatif, par lequel une chambre de chauffe dudit au moins un cylindre (230) se peut raccorder à un collecteur d'échappement (25) en aval de ladite turbine (3).
  10. Dispositif selon la revendication 9, caractérisé en ce qu'une entrée d'un deuxième réservoir (14) est raccordée à un premier réservoir (10) via une soupape d'alimentation (15).
  11. Dispositif selon la revendication 9 ou 10, caractérisé en ce que ladite soupape de réglage (8) et ladite sortie dudit au moins un réservoir (10, 14) sont reliées via un régulateur de pression (9).
  12. Dispositif selon une quelconque des revendications 9 à 11, caractérisé en ce que ladite sortie dudit au moins un réservoir (10, 14) est, au plus, raccordé audit passage d'admission (22) via un échangeur de chaleur.
  13. Dispositif selon une quelconque des revendications 9 à 12, caractérisé en ce que ledit compresseur de freinage (11) est raccordé, au plus, à une entrée de ladite soupape de réglage (8) via une connexion réglable.
  14. Dispositif selon une quelconque des revendications 9 à 14, caractérisé en ce qu'un conduit d'admission de l'air de suralimentation (34) à partir dudit compresseur (4) vers ledit conduit de l'air de suralimentation (6) comprend un clapet de soupape (35) réglable.
  15. Dispositif selon une quelconque des revendications 9 à 14, caractérisé en ce que ladite soupape de réglage (8) et ledit clapet de soupape (35) sont disposés dans un carter commun.
  16. Dispositif selon une quelconque des revendications 9 à 15, caractérisé en ce qu'un conduit d'insufflation de l'air est raccordé via un passage d'insufflation de l'air (7) ou une conduit d'insufflation pour l'air d'insufflation (36) est raccordé audit passage d'admission (22), dans lequel ledit passage d'insufflation (7) ou ladite conduit d'insufflation est inséré dans ladite culasse de cylindre (28) dudit moteur (1) ou est disposé dans ledit passage d'admission (22).
EP08773497A 2007-06-19 2008-06-18 Procédé et dispositif pour augmenter la puissance de freinage moteur d'un moteur à combustion interne à piston alternatif dans un véhicule, en particulier d'un moteur diesel Not-in-force EP2167799B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007027968A DE102007027968A1 (de) 2007-06-19 2007-06-19 Verfahren und Vorrichtung zum Steigern der Motorbremsleistung einer Hubkolben-Verbrennungsmaschine eines Fahrzeugs, insbesondere eines Motors in Dieselausführung
PCT/EP2008/004907 WO2008155111A1 (fr) 2007-06-19 2008-06-18 Procédé et dispositif pour augmenter la puissance de freinage moteur d'un moteur à combustion interne à piston alternatif dans un véhicule, en particulier d'un moteur diesel

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EP2167799A1 EP2167799A1 (fr) 2010-03-31
EP2167799B1 true EP2167799B1 (fr) 2012-08-15

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US (1) US7946269B2 (fr)
EP (1) EP2167799B1 (fr)
CN (1) CN101680374B (fr)
BR (1) BRPI0813737A2 (fr)
DE (1) DE102007027968A1 (fr)
RU (1) RU2457349C2 (fr)
WO (1) WO2008155111A1 (fr)

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Publication number Publication date
CN101680374B (zh) 2012-10-03
US20100122687A1 (en) 2010-05-20
US7946269B2 (en) 2011-05-24
DE102007027968A1 (de) 2009-01-02
CN101680374A (zh) 2010-03-24
RU2010101327A (ru) 2011-07-27
BRPI0813737A2 (pt) 2014-12-30
EP2167799A1 (fr) 2010-03-31
RU2457349C2 (ru) 2012-07-27
WO2008155111A1 (fr) 2008-12-24

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