EP2449233A1 - Frein moteur utilisant une vanne de freinage et un turbocompresseur avec turbine à débit partiel d'admission - Google Patents

Frein moteur utilisant une vanne de freinage et un turbocompresseur avec turbine à débit partiel d'admission

Info

Publication number
EP2449233A1
EP2449233A1 EP10794523A EP10794523A EP2449233A1 EP 2449233 A1 EP2449233 A1 EP 2449233A1 EP 10794523 A EP10794523 A EP 10794523A EP 10794523 A EP10794523 A EP 10794523A EP 2449233 A1 EP2449233 A1 EP 2449233A1
Authority
EP
European Patent Office
Prior art keywords
inlet
turbine
exhaust
engine
pipe
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.)
Withdrawn
Application number
EP10794523A
Other languages
German (de)
English (en)
Inventor
Michael D. Bartkowicz
Luis Carlos Cattani
Steve Gravante
Qianfan Xin
Martin R. Zielke
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.)
International Engine Intellectual Property Co LLC
Original Assignee
International Engine Intellectual Property Co LLC
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 International Engine Intellectual Property Co LLC filed Critical International Engine Intellectual Property Co LLC
Publication of EP2449233A1 publication Critical patent/EP2449233A1/fr
Withdrawn legal-status Critical Current

Links

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
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D23/00—Controlling engines characterised by their being supercharged
    • 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
    • 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.
  • VVT variable geometry turbocharger
  • the variable geometry turbocharger 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. Increasing the turbocharger speed in turn increases the engine airflow and available engine brake power.
  • the method disclosed in 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 and 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.
  • a valve such as a butterfly valve or a flap valve, is located in the exhaust system upstream of a partial admission flow turbine of the engine turbocharger.
  • An external bypass exhaust gas passage is used to supply exhaust gas to the turbine when the valve is in the completely closed position or a parlt closed position between open and completely closed.
  • one (1) bypass exhaust gas passage would be used.
  • two (2) bypass exhaust gas passages would be used with separate and distinct flow circuits.
  • valve By using a valve upstream of the turbocharger turbine, the valve can be closed completely, or partly closed, to generate high levels of backpressure.
  • the bypass exhaust gas supply to the turbine housing the turbine and compressor continue to spin, the engine mass flow is not choked off and improved engine brake performance will result.
  • FIG. 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
  • FIG. 2 is an elevation view of a turbocharger system incorporating the braking system of Figure 1;
  • FIG. 3 is a right side view of the turbocharger system shown in Figure 2;
  • FIG. 4 is a sectional view of the turbocharger system taken generally along line 4-
  • FIG. 5 is a fragmentary sectional view of the turbocharger system taken generally along line 5-5 of Figure 2 with portions removed for simplicity of explanation;
  • FIG. 6 is a fragmentary sectional view of the turbocharger system taken generally along line 6-6 of Figure 3 with portions removed for simplicity of explanation;
  • FIG. 7 is a fragmentary sectional view of the turbocharger system taken generally along line 6-6 of Figure 3 with portions removed for simplicity of explanation;
  • FIG. 8 is a fragmentary sectional view of the turbocharger system taken generally along line 8-8 of Figure 2 with portions removed for simplicity of explanation;
  • FIG. 9 is a schematic diagram of an engine system that includes a turbocharger and an engine braking system in accordance with an alternate embodiment of the invention.
  • 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 105a 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 single 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.
  • air may enter the compressor 111 through an air inlet 117.
  • Compressed air may exit the compressor 111 through an outlet 207
  • 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 distribution manifold 129 ( Figure 4). 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 the first pipe 105a, 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 is arranged within the distribution manifold 129.
  • the brake valve is operable between a closed position, shown solid in Figure 1, or a partly closed position (not shown) during an engine braking operation, and an open position, shown dashed in Figure 1 , or a partly open position (not shown) during a normally operating, non-engine braking operation.
  • An external bypass conduit 135 is connected between the first pipe 105a and the turbine 109.
  • the external bypass conduit 135 can be sized such that it is always open, i.e., has no valve element as shown, or a controllable valve could be located along the bypass conduit 135.
  • the valve can be a butterfly valve, a flap valve or other type valve.
  • the valve 133 is completely closed, or partly closed, to generate an increased backpressure due to the restricted flow area of the bypass conduit.
  • the valve can be a proportional control valve. The degree of the valve being closed can be optimized by the engine control.
  • the exhaust gas passing through the bypass conduit 135 maintains the turbine speed at a high speed to maintain a high volume of compressed air from the compressor 111 into the intake system 103.
  • Figures 2-5 illustrate an exemplary embodiment of the system described in Figure 1.
  • the compressor and turbine wheels, bearings, seals and other associated hardware are removed from Figure 4 for simplicity of description.
  • the particular designs of turbocharger internal components can be derived from US Patents 6,715,288; 6,709,160; 6,925,805; 6,089,019; 4,389,845 all herein incorporated by reference to the extent that these disclosures are not inconsistent with the teachings of the present invention.
  • the compressor 111 includes a housing 201 having an axial inlet nozzle 203 and the tangential discharge nozzle 207.
  • Figure 5 illustrates the turbine 109 includes a turbine housing 215 defining an internal scroll or volute 215a, and having an axial discharge nozzle 216, a first tangential inlet nozzle 218 that forms the inlet 113, and a second tangential inlet nozzle 220.
  • the turbine wheel is not shown for clarity of description.
  • the nozzle 218 conducts gas along the direction Vl .
  • the nozzle 220 conducts gas along the direction V2.
  • the angle A between Vl and V2 is greater than 180 degrees and preferably is about 240 degrees.
  • the angle B between the intersection 220a of the nozzle 220 and the volute 215a and the intersection 218a of the nozzle 218 and the volute 215a is greater than 180 degrees and preferably about 200 degrees.
  • the nozzle 220 is arranged to direct the gas flow into the volute tangentially to the turbine wheel therein.
  • the cross section of the nozzle 220 is about equal to the cross section flow area within the volute at the intersection of the nozzle 220 and the volute 215a.
  • the bypass conduit 135 is connected to the pipe 105a by a flanged nozzle 236 and is connected to the turbine housing 215 by connection to the nozzle 220. As shown in Figure 5, the nozzle 220 is connected to the turbine housing 215 in a manner that conducts the exhaust gas at high speed in a substantially tangential fashion to the volute 215a within the housing 215.
  • the turbine shown is considered a partial admission turbine because the flow through the nozzle 220 does not circumscribe the entire 360 degrees of the scroll. In the illustrated embodiment, the flow through the nozzle 220 circumscribes about 160 degrees.
  • the valve 133 includes a butterfly valve element 246 that is pivotal with respect to the manifold 129 on a shaft 248.
  • the shaft 248 penetrates the manifold 129 through a top thereof and is sealed within the penetration.
  • a crank 252 is fixed to a top 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.
  • a distal end 256 of the crank is 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.
  • the crank 252 is turned and the valve element 246 opens or closes.
  • Figure 9 illustrates an alternate embodiment wherein an alternate turbocharger 407 utilizes an alternate turbine 409 that incorporates a divided turbine housing.
  • 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.

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

Abstract

L'invention concerne un système de frein moteur comprenant une vanne papillon située dans le système d'échappement en amont d'un turbocompresseur à admission partielle du moteur. Un passage de dérivation de gaz d'échappement est utilisé pour fournir du gaz d'échappement à la turbine lorsque la vanne papillon est en position fermée. En utilisant une vanne papillon à contre-pression située en amont du turbocompresseur, la vanne peut être fermée entièrement pour générer de hauts niveaux de contre-pression. En utilisant l'alimentation en gaz d'échappement par dérivation externe vers le carter de turbine, ladite turbine continue à tourner et le débit massique vers le moteur n'est pas étranglé, ce qui se traduit par des performances de freinage améliorées.
EP10794523A 2009-06-29 2010-05-25 Frein moteur utilisant une vanne de freinage et un turbocompresseur avec turbine à débit partiel d'admission Withdrawn EP2449233A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US22134709P 2009-06-29 2009-06-29
PCT/US2010/036042 WO2011002565A1 (fr) 2009-06-29 2010-05-25 Frein moteur utilisant une vanne de freinage et un turbocompresseur avec turbine à débit partiel d'admission

Publications (1)

Publication Number Publication Date
EP2449233A1 true EP2449233A1 (fr) 2012-05-09

Family

ID=43411361

Family Applications (1)

Application Number Title Priority Date Filing Date
EP10794523A Withdrawn EP2449233A1 (fr) 2009-06-29 2010-05-25 Frein moteur utilisant une vanne de freinage et un turbocompresseur avec turbine à débit partiel d'admission

Country Status (3)

Country Link
EP (1) EP2449233A1 (fr)
CN (1) CN102472178A (fr)
WO (1) WO2011002565A1 (fr)

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US20150083096A1 (en) * 2012-04-16 2015-03-26 International Engine Intellectual Property Company , Llc Turbocharger turbine booster
CN103573490A (zh) * 2012-10-23 2014-02-12 摩尔动力(北京)技术股份有限公司 高启动型发动机
US9523293B2 (en) * 2013-09-19 2016-12-20 Ford Global Technologies, Llc Internal combustion engine and method for operating an internal combustion engine
AT516513B1 (de) * 2014-12-15 2016-06-15 MAN Truck & Bus Österreich AG Motorbremsvorrichtung für eine Brennkraftmaschine sowie Verfahren zum Betreiben einer Motorbremsvorrichtung
EP3048285A1 (fr) * 2015-01-20 2016-07-27 KNORR-BREMSE Systeme für Nutzfahrzeuge GmbH Volet de freinage et système de gaz d'échappement
DE102015203554A1 (de) * 2015-02-27 2016-09-01 Volkswagen Aktiengesellschaft Anordnung für einen Verbrennungsmotor mit mehreren Zylindern, Abgasturbolader mit Abgasdruckwandler, Mischrohr und Wastegate sowie Verfahren zum Betreiben und zur Auslegung einer solchen Anordnung
CN104806345B (zh) * 2015-04-10 2017-08-04 中国第一汽车股份有限公司无锡油泵油嘴研究所 一种发动机电动气体配给装置
US10006347B2 (en) * 2015-11-05 2018-06-26 Ford Global Technologies, Llc Engine system and method for controlling turbine operation
EP3486450A1 (fr) * 2017-11-15 2019-05-22 Perkins Engines Company Limited Soupape de commande d'écoulement d'échappement comprenant une soupape de décharge intégrée
US10746089B2 (en) * 2018-01-25 2020-08-18 Caterpillar Inc. Inline turbocharger arrangement and method

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DE19836677C2 (de) * 1998-08-13 2001-04-19 Daimler Chrysler Ag Motorbremseinrichtung für eine Brennkraftmaschine mit einem Abgasturbolader
DE10048237A1 (de) * 2000-09-29 2002-04-11 Daimler Chrysler Ag Abgasturbolader, aufgeladene Brennkraftmaschine und Verfahren hierzu
US6484499B2 (en) * 2001-01-05 2002-11-26 Caterpillar, Inc Twin variable nozzle turbine exhaust gas recirculation system

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Also Published As

Publication number Publication date
CN102472178A (zh) 2012-05-23
WO2011002565A1 (fr) 2011-01-06

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