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
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
  • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
  • F01N13/08—Other arrangements or adaptations of exhaust conduits
  • F01N13/10—Other arrangements or adaptations of exhaust conduits of exhaust manifolds
  • F01N13/107—More than one exhaust manifold or exhaust collector
• • 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
  • F02B37/02—Gas passages between engine outlet and pump drive, e.g. reservoirs
  • F02B37/025—Multiple scrolls or multiple gas passages guiding the gas to the pump drive
• • 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
  • F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
  • F02D9/1005—Details of the flap
  • F02D9/1025—Details of the flap the rotation axis of the flap being off-set from the flap center axis
  • F02D9/103—Details of the flap the rotation axis of the flap being off-set from the flap center axis the rotation axis being located at an edge
• • 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
  • F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
  • F02D9/109—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps having two or more flaps
  • F02D9/1095—Rotating on a common axis, e.g. having a common shaft
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
  • F01N2240/00—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being
  • F01N2240/36—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being an exhaust flap
• • 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
  • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
  • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
  • F02M26/02—EGR systems specially adapted for supercharged engines
  • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
  • F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
  • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
  • F02M26/02—EGR systems specially adapted for supercharged engines
  • F02M26/09—Constructional details, e.g. structural combinations of EGR systems and supercharger systems; Arrangement of the EGR and supercharger systems with respect to the engine
  • F02M26/10—Constructional details, e.g. structural combinations of EGR systems and supercharger systems; Arrangement of the EGR and supercharger systems with respect to the engine having means to increase the pressure difference between the exhaust and intake system, e.g. venturis, variable geometry turbines, check valves using pressure pulsations or throttles in the air intake or exhaust system
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
  • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
  • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
  • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
  • F02M26/23—Layout, e.g. schematics
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
  • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
  • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
  • F02M26/42—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories having two or more EGR passages; EGR systems specially adapted for engines having two or more cylinders
  • F02M26/43—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories having two or more EGR passages; EGR systems specially adapted for engines having two or more cylinders in which exhaust from only one cylinder or only a group of cylinders is directed to the intake of the engine
• • 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

• This invention relates to internal combustion engines, including but not limited to control and operation of a turbocharger, EGR system and engine braking for an internal combustion engine.
• drum or disc wheel brakes are capable of absorbing a large amount of energy over a short period of time, the absorbed energy is transformed into heat in the braking mechanism.
• An engine braking system can be used to assist in braking the vehicle.
• Multi-cylinder internal combustion engines may include an exhaust-gas turbocharger.
• the turbocharger includes a turbine that drives a compressor via a shaft, which generates an increased intake air pressure in the intake duct during normal operation.
• Braking systems which include exhaust brakes which inhibit the flow of exhaust gases through the exhaust system, and compression release systems wherein the energy required to compress the intake air during the compression stroke of the engine is dissipated by exhausting the compressed air through the exhaust system.
• One method disclosed in U.S. Patent No. 4,395,884 includes employing a turbocharged engine equipped with a double entry turbine and a compression release engine retarder in combination with a diverter valve.
• the diverter valve directs the flow of gas through one scroll of the divided volute of the turbine.
• the turbine speed is maximized, and the inlet manifold pressure is also maximized, thereby maximizing braking horsepower developed by the engine.
• Other methods employ a variable geometry turbocharger (VGT). When engine braking is commanded, the variable geometry turbocharger is "clamped down" which means the turbine vanes are closed and used to generate both high exhaust manifold pressure and high turbine speeds, resulting in high compressor speeds.
• U.S. Patent No. 6,594,996 includes controlling the geometry of the turbocharger for engine braking as a function of engine speed and pressure (exhaust or intake, preferably exhaust).
• U.S. Patent 6,148,793 describes a brake control for an engine having a variable geometry turbocharger which is controllable to vary intake manifold pressure. The engine is operable in a braking mode using a turbocharger geometry actuator for varying turbocharger geometry, and using an exhaust valve actuator for opening an exhaust valve of the engine.
• Engine brakes require exhaust backpressure to create a pumping loss and develop retarding power.
• Some braking systems close a butterfly flap valve in the exhaust outlet housing downstream of the turbochargers to create the backpressure.
• mass air flow through the turbochargers can be choked off during high backpressure conditions which results in a loss of compressed air into the cylinders because the compressor wheel does not spin effectively.
• a brake valve in the exhaust line upstream of the turbine may be closed during braking, and excess pressure is built up in the exhaust line upstream of the brake valve.
• the built-up exhaust gas flows at high velocity into the turbine and acts on the turbine rotor, whereupon the driven compressor increases pressure in the air intake duct.
• the cylinders are subjected to an increased charging pressure.
• an excess pressure develops between the cylinder outlet and the brake valve and counteracts the discharge of the air compressed in the cylinder into the exhaust tract via the exhaust valves.
• the piston performs compression work against the high excess pressure in the exhaust tract, with the result that a strong braking action is achieved.
• Patents which disclose valves upstream of the turbine include US 7,523,736 and US 4,395,884.
• the present inventors have recognized the need for an efficient engine braking system which allows backpressure to build while also allowing exhaust gas to flow to the turbine without needing to divert the flow of exhaust gas.
• brake valves are located in the exhaust system upstream of a turbine of the engine turbocharger.
• a brake valve is present in each gas flow passageway.
• the brake valves can be knife edge flap valves or D-shaped valves which rotate about a horizontal axis to adjust the amount of exhaust gas supplied to the turbine, and the amount of gas restricted to generate sufficient back pressure for engine braking.
• the system is capable of generating high levels of backpressure.
• the valves By adjusting the valves such that a gap remains between the flaps and the exhaust manifold which allows some exhaust gas to flow through, the turbine and the compressor continue to spin, the engine mass flow is not choked off, and improved engine brake performance will result.
• Figure 1 is a schematic diagram of an engine system that includes a turbocharger and an engine braking system in accordance with an exemplary embodiment of the invention
• Figure 2 is a schematic vertical side sectional diagram of a valve assembly useful in an engine braking system, taken generally along line 2-2 of Figure 1.
• Figure 3 is a schematic plan view of the valve assembly of Figure 2, with a top wall portion removed to view underlying components.
• Figure 3 A is a view along line 3 A - 3 A of Figure 3.
• Figure 4 is a schematic front vertical sectional diagram of an alternate valve assembly useful in an engine braking system, taken generally along line 4-4 of Figure 1.
• Figure 5 is a schematic vertical side sectional diagram of the valve assembly shown in Figure 4, taken generally along line 2-2 of Figure 1.
• FIG. 1 An engine 100 is shown schematically in FIG. 1.
• the engine 100 has a block 101 that includes a plurality of cylinders.
• the cylinders in the block 101 are fluidly connected to an intake system 103 and to an exhaust system 105.
• the exhaust system includes a first pipe 105 a from cylinders 1, 2 and 3 of one bank of cylinders and a second pipe 105b from cylinders 4, 5 and 6.
• an inline arrangement of six cylinders is illustrated, inline or V- arrangements or other arrangements of plural cylinders of any number of cylinders are also encompassed by the invention.
• a turbocharger 107 includes a turbine 109.
• the turbine 109 shown has a dual turbine inlet port 113 connected to the exhaust system 105.
• the turbocharger 107 includes a compressor 111 connected to the intake system 103 through an inlet air passage 115.
• the turbine can be a divided housing turbine.
• air may enter the compressor 111 through an air inlet 117. Compressed air may exit the compressor 111 through a discharge nozzle 207, pass through the inlet air passage 115, and pass through an optional charge air cooler 119 and an optional inlet throttle 120 before entering an intake air mixer 121 and an intake air manifold 122 of the intake system 103.
• the compressed air enters the engine cylinders 1-6.
• a stream of exhaust gas from the exhaust system 105 may be routed through an EGR passage or conduit 124, through an exhaust gas recirculation (EGR) valve 125, through an exhaust gas recirculation (EGR) cooler 126 and pass through a further EGR conduit 127 before meeting and mixing with air from the inlet throttle 120 at the mixer 121.
• EGR exhaust gas recirculation
• EGR exhaust gas recirculation
• the inlet port 113 of the turbine 109 may be connected to the exhaust pipes 105a, 105b in a manner that forms a divided exhaust manifold 129. Exhaust gas passing through the turbine 109 may exit the engine 100 through a tailpipe 134. Emissions and sound treating components can be arranged to receive the exhaust gas from the tailpipe, before exhausting to atmosphere, as is known.
• exhaust gas flows through pipes 105a, 105b, through the conduit 124, through the EGR valve 125, through the EGR cooler 126, through the further conduit 127 and into the mixer 121 where it mixes with air from the inlet throttle 120.
• An amount of exhaust gas being re- circulated through the EGR valve 125 may depend on a controlled opening percentage of the EGR valve 125.
• a brake valve 133 ( Figure 1) is arranged within the exhaust manifold 129.
• the brake valve 133 includes valve elements 136a that are adjustable between a closed position, shown in solid, for engine braking operation, and an open position, shown in dashed ( Figure 2).
• the valve is moved to a horizontal position, as illustrated by dashed lines in Figure 2, parallel to the direction of exhaust gas flow, to allow exhaust gas to pass through the passage with minimal restriction.
• the valve elements 136a are adjusted from their open position to a position which restricts at least a portion of the exhaust gas flow, shown in solid lines ( Figure 2).
• Exhaust gas which passes through the exhaust manifold 129 reaches the turbocharger to maintain turbine speed to maintain a high volume of compressed air from the compressor 111 into the intake system 103.
• brake valve elements can be knife edge flap valve elements 136a which are hinged at the top 138 to a horizontal shaft 248 in a divided manifold system.
• the valve elements 136a pivot with respect to each channel of the divided manifold allowing gas to enter a divided turbocharger turbine inlet 113.
• the knife edge flap valve in its open position is tucked in a recessed portion of the exhaust manifold 129 to minimize the restriction of air flow through the exhaust manifold 129.
• the shaft 248 penetrates the manifold 129 through a top thereof and is sealed within the penetration.
• a crank 252 is fixed to an end of the shaft 248 at a base end 254 of the crank 252 and is pivotally connected at a distal end 256 to a linear actuator 260.
• the actuator 260 can be an electric solenoid powered actuator for reciprocal movement of an actuator arm 262 into, and out of, an actuator body 264.
• the distal end 256 of the crank is pivotally connected to a ball joint or pivotal joint 266 of the arm 262.
• the actuator 260 is pivotally connected at a base end 268 thereof to a support plate 272 mounted on the manifold 129.
• the pivotal connection of the actuator 260 allows a small degree of pivoting of the actuator 260 as the arm 262 is moved into, or out of, the body 264. As the arm 262 moves with respect to the body 264, the crank 252 is turned and the valves 136a open or close.
• knife edge flap valve elements 136a have a bottom edge 135 which is angled.
• the angled bottom edge 135 allows for exhaust gas not restricted by the valves in its closed position to flow around the bottom edge 135 towards the turbine inlet in direction A.
• the knife edge flap valve element 136a in Figure 2 is show in its substantially closed position in solid lines.
• the closed position can be defined by a stop mechanism situated near shaft 248 to prevent the knife flap valve element 136a from further rotating in a counterclockwise position.
• the closed position can be defined by the actuator by only allowing the shaft to rotate up to a certain degree of rotation from the open position.
• a brake valve 133a has D-shaped valve elements 136b to accommodate circular, divided exhaust passages 300, separated by a dividing wall 128.
• D-shaped valve elements 136b pivot about a shaft 248a passing through the center of each D-shaped valve at its widest region, allowing the D-shaped valve element 136b to rotate between a closed position, shown dashed in Figure 5, and an open position, shown solid in Figure 5.
• the shaft 284a may be rotated by an actuator 260 attached, and operated as described with respect to Figures 3 and 3 A.
• the D-shaped valve elements 136b have a bottom edge 135a which has been truncated so as to allow greater exhaust gas flow at the bottom region 137a of the passage compared to the exhaust gas flow that would flow through the bottom region 137 of the valve in its open position without the truncated bottom edge 135a.
• the truncated bottom edge 135a allows for more exhaust gas flow from the bottom of the passageway towards the turbine when the valve is adjusted to one of its opened positions.
• D-shape valves without the truncated bottom edge 135a can also be used.
• the valves 133, 133a can be adjusted to any position within a range between a closed position, where maximum restriction of flow occurs, and an open position, where minimum flow restriction occurs, depending on engine operating conditions and desired breaking conditions.
• valves 133, 133a could be a separate assembly that can be attached upstream of the turbocharger, and not as part of the exhaust manifold.
• the optimal position of the adjustable valves 133, 133a can be calibrated and optimized according to various operating conditions to which the engine is subjected.
• one or more exhaust valves of the engine can be opened, as described in U.S. Patents 6,594,996; 6,148,793; 6,779,506; 6,772,742 or 6,705,282, herein incorporated by reference, to maximizing braking horsepower developed by the engine.
• valves 133, 133a disclosed can also be closed to promote engine warm up during light loads or cold start conditions.
• the valves 133, 133a can also be closed to drive EGR during EGR cycles.
• crank 256 distal end of crank 260 linear actuator 262 actuator arm 264 actuator body 266 pivotal joint 268 base end of body 264 272 support plate

Landscapes

• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Supercharger (AREA)

Applications Claiming Priority (2)

Publications (2)

Family

ID=43386836

Family Applications (1)

Country Status (2)

Families Citing this family (3)

Citations (16)

Family Cites Families (5)

• 2010
  • 2010-05-26 EP EP10792495.3A patent/EP2446132A4/de not_active Withdrawn
  • 2010-05-26 WO PCT/US2010/036117 patent/WO2010151391A1/en active Application Filing

Patent Citations (16)

Non-Patent Citations (1)

Also Published As

Similar Documents

Legal Events