JPH10141077A - Engine brake device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an engine brake device to set an engine brake force to a value responding to the will of a driver and to suitably maintain durability of a device. SOLUTION: An engine brake comprises a supercharger having an exhaust turbine driven by exhaust gas from an internal combustion engine and a variable nozzle to vary the sectional area of an exhaust gas introduction port to an exhaust turbine through regulation of an opening; and a compression pressure release type engine auxiliary brake to release a compression pressure by effecting exhaust at the vicinity of the compression top dead center of an internal combustion engine. Further, the engine brake device comprises a change-over switch to switch the magnitude of an engine brake force to a plurality of stages (#1, #2, and #3); and a control means formed such that the more the change-over position of the change-over switch is situated near the high side (#3 side) of an engine brake, the more the opening of the variable nozzle is varied to the lower side (θVG=1, 2 side) (S22, S30, and S32).

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine braking device, and more particularly, to a technology for enhancing the effect of a compression-pressure releasing type engine auxiliary brake using a supercharger.

[0002]

2. Related Art In the case of large vehicles such as trucks and buses, the inertia force of the vehicle itself is large due to the large vehicle weight, and a large braking force is required for braking.
Therefore, in such a large vehicle, a normal service brake device (drum brake device, disk brake device, or the like) provided on wheels cannot provide sufficient braking force. Auxiliary brake devices, such as a compression pressure release type engine auxiliary brake, which is an auxiliary device for a brake, tend to be used together.

The compression-pressure-release type engine auxiliary brake compresses air taken into a combustion chamber of an internal combustion engine without supplying fuel in the combustion chamber to cause the piston to perform a negative work, and then compresses the compressed air to compress the piston. The exhaust valve is forcibly opened near the top dead center and exhausted without burning, thereby generating a braking force (engine braking force) by the engine brake using the negative work as absorbed energy.

Incidentally, it is known that such a compression-pressure-release type engine auxiliary brake has a higher braking effect as the amount of air taken into the combustion chamber is larger and the volumetric efficiency is larger. Therefore, a supercharger (turbocharger) configured to increase the intake pressure (boost pressure) of the intake system by rotating the turbine using the pressure of the exhaust gas between the exhaust system and the intake system.
It is considered to provide in addition. And furthermore,
In order to increase the effect, a variable nozzle is provided at the exhaust gas inlet of the supercharger, and by adjusting the opening of the variable nozzle, the flow rate of the exhaust gas is adjusted to adjust the turbine rotation speed,
A device designed to increase the intake pressure (boost pressure) to improve the volumetric efficiency is disclosed in Japanese Utility Model Publication No. 3-20511.

[0005]

In general, the inertia weight of a truck or a bus during traveling varies depending on the loaded weight or the number of occupants. During braking, the braking is performed according to the change in the inertial weight. The effect varies. The effectiveness of the brake also depends on changes in the inclination of the road and the like.

However, looking at the apparatus disclosed in the above publication, the opening of the variable nozzle that is reduced at the same time as the operation of the compression-pressure release type engine auxiliary brake is always a fixed opening. That is, in the conventional device disclosed in the above publication, the engine braking force is constant regardless of changes in the loaded weight or the number of passengers, that is, changes in the inertial weight, or changes in the inclination of the road, etc. It has been considered that the degree of effectiveness of the brake, which changes according to the vehicle condition, cannot be adjusted by the engine brake.
Further, even when it is desired to change the degree of braking according to the driver's preference or intention, this cannot be adjusted by the engine brake.

Further, in such a device, the exhaust turbine of the supercharger is always forced to rotate at a high speed when the compression-pressure releasing type engine auxiliary brake is operated, so that the durability of the supercharger is maintained. There was also a problem in that respect. The present invention has been made based on the above-described circumstances, and an object of the present invention is to provide an engine brake device that can make an engine braking force in accordance with a driver's intention and can appropriately maintain the durability of the device. To provide.

[0008]

In order to achieve the above object, according to the first aspect of the present invention, an exhaust turbine driven by exhaust gas from an internal combustion engine and a cross-sectional area of an exhaust gas inlet to the exhaust turbine are set to an opening degree. A supercharger having a variable nozzle that can be changed by adjustment; a compression-release-type engine auxiliary brake capable of releasing compression pressure by performing exhaust near the compression top dead center of the internal combustion engine; and a plurality of switching positions. A changeover switch capable of switching the strength of the engine braking force in a plurality of stages, and when the compression pressure release type engine auxiliary brake is operated, the switching position of the changeover switch is closer to the higher engine braking force. Control means for changing the opening degree of the variable nozzle to the small side.

Therefore, when the compression pressure release type engine auxiliary brake is operated, the opening degree of the variable nozzle is changed to the smaller side as the switching position of the changeover switch is switched to the higher side of the engine braking force. As a result, the rotation speed of the exhaust turbine is increased, the supercharging effect is enhanced, and the engine brake assisting effect of the compression-pressure-released engine assist brake is enhanced. That is, by switching the changeover switch, an engine braking force corresponding to the driver's required braking force is obtained. By setting the switching position of the changeover switch to the weak side except when it is particularly necessary, excessive rotation of the exhaust turbine is prevented, and the durability of the turbocharger is maintained.

[0010] In the invention of claim 2, the control means maximizes the opening of the variable nozzle when the switching position of the changeover switch is the weakest position of the engine braking force. I have. Therefore, when the switching position of the changeover switch is the weakest position of the engine braking force, it can be considered that the driver does not request a very high engine braking force, and in this case, the opening degree of the variable nozzle is the maximum. In other words, the compression-pressure-released engine auxiliary brake operates without supercharging by the supercharger, so that excessive braking force against the driver's intention does not work, and excessive rotation of the exhaust turbine is prevented. By being prevented, the durability of the turbocharger is suitably maintained.

According to a third aspect of the present invention, when the switching position of the changeover switch is on the stronger side than the weakest position, the control means controls the opening of the variable nozzle to be smaller than a predetermined opening. The control is performed within the opening range, and the braking opening range is changed to a smaller opening of the variable nozzle as the switching position of the changeover switch is higher.

Therefore, when the switching position of the changeover switch is higher than the weakest position and the driver requests a relatively large braking force, the opening of the variable nozzle is smaller than the predetermined opening. Will be controlled within. Therefore, normally, when the compression-pressure release type engine auxiliary brake is operated, the fuel is not supplied and the exhaust is performed without expansion due to combustion, so both the exhaust flow rate and the exhaust pressure are small.
By controlling the opening of the variable nozzle within the braking opening range smaller than the predetermined opening, the turbine rotation speed is increased at a high speed even with a small amount of exhaust gas, and the supercharging effect is increased. The engine braking force by the brake is preferred.

Further, as the switching position of the changeover switch is set to the higher side, the braking opening area is changed to the side where the opening degree of the variable nozzle is smaller. An engine braking effect is obtained.

[0014]

Embodiments of the present invention will be described below in detail with reference to the drawings. Referring to FIG. 1, there is shown a schematic configuration diagram of an OHV type diesel engine (hereinafter, simply referred to as an engine) 1 mounted on a vehicle and including an engine brake device according to the present invention.

As shown in FIG. 1, a piston 6 that slides up and down along the cylinder 4 is interposed in a cylinder 4 formed inside the engine body 2. A combustion chamber 10 is formed between the combustion chamber 10 and the cylinder head 8. One end of an intake pipe 12 is connected to one side of the cylinder head 8, so that an intake passage 14 inside the intake pipe 12 and the combustion chamber 10 can communicate with each other via an intake valve (not shown). Further, the exhaust pipe 1 is connected to the cylinder head 8 from a side different from the connection side of the intake pipe 12.
6, the exhaust passage 18 inside the exhaust pipe 16 and the combustion chamber 10 can communicate with each other through a pair of exhaust valves 20 and 22.

The exhaust valve 20 has a head in contact with a valve bridge 24, while a head of the exhaust valve 22 slidably penetrates the valve bridge 24 and can be lowered integrally with the valve bridge 24. It is in contact with the bottom surface of the push rod 48. A tip of a rocker arm 26 abuts on the upper center of the valve bridge 24, and a cam of a camshaft that rotates in conjunction with a crankshaft (not shown) of the engine 1 is provided at the rear end of the rocker arm 26 (both in the figure). Push rod 2 which moves up and down by not shown)
8 is in contact with the upper end. Therefore, the push rod 28
Moves up and down according to the rotation of the crankshaft of the engine 1, the rocker arm 26 swings around the rocker shaft 27, whereby the pair of exhaust valves 20 and 22 open and close via the valve bridge 24. ing. Although the intake valve is not shown here, the same operation is performed for the intake valve.

Although not shown in FIG. 1, the cylinder head 8 is provided with a fuel injection valve facing the combustion chamber 10, and this fuel injection valve is connected to a fuel injection pump. A compression pressure release type engine auxiliary brake device 30 is provided above the engine 1. The compression pressure release type engine auxiliary brake device 30 causes the piston 6 to perform a negative work by compressing the air taken into the combustion chamber 10 without supplying fuel in the combustion chamber 10 during braking,
Thereafter, only the exhaust valve 22 is opened near the compression top dead center to forcibly exhaust the compressed air, thereby generating a braking force using the negative work as absorbed energy to generate a braking force. Hereinafter, the compression pressure release type engine auxiliary brake device 30 will be described.

Compression-release type engine auxiliary brake device 3
The casing 32 is provided with an oil passage 34. At one end of the casing 32, there is provided an electromagnetic spool valve 36 for switching between supply of oil to the oil passage 34 and discharge of oil from the oil passage 34. A hydraulic unit (not shown) is connected via a hydraulic switch. Electromagnetic spool valve 3
Reference numeral 6 is connected to an electronic control unit (ECU) 90, and operates in response to a drive signal from the ECU 90. That is, when the spool 37 of the spool valve 36 is switched to the illustrated side, high-pressure oil is supplied from the hydraulic unit to the oil passage 34, and
Is switched to the side not shown, the oil in the oil passage 34 is discharged to the hydraulic unit side.

At substantially the center of the casing 32,
The cylinder portion 4 is set so as to intersect the oil passage 34 at right angles.
0 is formed, and a slave piston 42 is slidably interposed in the cylinder 40 along the cylinder 40. In the figure, reference numeral 44 denotes a guide pin of the slave piston 42, and reference numeral 46 denotes a slave piston 4.
2 is a coil spring for urging the actuator 2 to its original position (position shown).

As shown in FIG.
Is in contact with the head of the push rod 48. Therefore, when the slave piston 42 is pushed against the coil spring 46 by the high-pressure oil in the oil passage 34, the push rod 48 is lowered independently without the operation of the valve bridge 24, and only the exhaust valve 22 is opened and closed. become.

That is, at the time of braking, a drive signal is sent from the ECU 90 to the spool valve 36 near the compression top dead center of the piston 6.
When the pressure is supplied to the exhaust gas, the pressure of the high-pressure oil pushes the slave piston 42 to open the exhaust valve 22, so that the compressed air in the combustion chamber 10 is removed from the exhaust passage 1.
The negative work at the time of compression is converted into absorbed energy to generate a braking force. Thereby, engine braking is favorably assisted.

The cylinder section 40 and the spool valve 3
A control valve 50 is provided in a portion of the oil passage 34 between the control valve 50 and the control valve 50. This control valve 5
0 is for adjusting the pressure of the high-pressure oil supplied to the oil passage 34 to a predetermined pressure or less, so that the internal pressure of the oil passage 34 does not become excessive and failure of the compression-pressure-release type engine auxiliary brake device 30 or the like occurs. Is prevented. Note that the configuration of the control valve 50 is publicly known, and description thereof is omitted here.

Further, at the other end of the casing 32, a cylinder portion 52 is formed as an extension of the oil passage 34, and a master piston 52 is slidably disposed along the cylinder portion 52 in the cylinder portion 52. Have been. The front end of the master piston 52 is in contact with the rear end of the rocker arm 26 on the side opposite to the side where the push rod 28 abuts. Therefore, the master piston 52 reciprocates in the cylinder portion 52 in accordance with the vertical movement of the push rod 28, and when the exhaust valves 20, 22 are opened by the rise of the push rod 28, the master piston 52 rises and the oil in the oil passage 34 is raised. Through the slave piston 42
To assist in lowering the exhaust valve 22. In addition,
Reference numeral 56 in the figure denotes a plate-like spring that constantly biases the master piston 52 toward the rocker arm 26 side.

Further, as shown in FIG.
And the exhaust pipe 16 are arranged close to each other, and a VG (Variable Geometry) turbocharger (supercharger) 60 is provided in the close part. This VG turbocharger 60 is basically a turbine (exhaust turbine) connected to a housing 62 so as to be synchronously rotatable by a connection shaft 64 in the same manner as a normal turbocharger.
66 and a compressor 68. Accordingly, when the turbine 66 is rotated by the exhaust gas flowing in the exhaust passage 18 in the direction indicated by the arrow in FIG.
4, the compressor 68 rotates synchronously, whereby the air in the intake passage 14 is compressed and supercharged into the combustion chamber 10.

The VG turbocharger 60 is further provided with a variable nozzle unit (variable nozzle) 70 having a plurality of movable vanes 72 so as to surround the outer periphery of the turbine 66. The variable nozzle unit 70 is connected to a variable nozzle actuator 74, and the actuator 74 is electrically connected to the ECU 90.

Referring now to FIG. 2, there is shown an enlarged detailed view of a portion of the VG turbocharger 60 on the exhaust passage 18 side, that is, on the turbine 66 side.
The configuration of the G turbocharger 60 will be described in more detail. As shown in the figure, a plurality of movable vanes 72 are arranged at equal intervals so as to surround the outer periphery of the turbine 66, and each movable vane 72 is linked via a pin 76 rotatably supported by the housing 62. It is connected to one end of a member 78. On the other hand, around the connection shaft 64 near the turbine 66, a circle plate 80 supported by the housing 62 and rotatable around the connection shaft 64 is provided. The circle plate 80 is provided with the same number of projections 82 at the same intervals as the movable vanes 72 so as to correspond to the respective movable vanes 72.
These projections 82 are slidably inserted into cutouts 79 at the other ends of the corresponding link members 78, respectively.

The rod 75 of the actuator 74 is connected to the outer peripheral end of the circle plate 80. Therefore, when a drive signal is supplied from the ECU 90 to the actuator 74, the circle plate 80 rotates around the connection shaft 64. As a result, the projection 82 pushes the link member 78 in the circumferential direction while sliding within the notch 79, and therefore, the link member 78 rotates integrally with the pin 76 around the axis of the pin 76, and Each movable vane 7
2 also rotates about the axis of the pin 76 by the same angle. And when each movable vane 72 rotates in this way, the vane opening degree θVG of the movable vane 72 will be changed,
The gap (nozzle opening) between the movable vanes 72 is changed.

Here, the vane opening degree θVG is indicated by a step value (an integer of values 1 to 8) associated with the size of the gap between the movable vanes 72 in advance. FIG. 4 shows the relationship between the actual state of the movable vane 72 and the step value (values 1 to 8) of the vane opening θVG, and as shown in FIG. When the numerical value is the maximum value (for example, value 8), it indicates a state in which the gap between the movable vanes 72 is the largest, that is, a steady state (indicated by a dashed line). Then, as the step value is reduced, each movable vane 72
The gap between them becomes smaller and the numerical value becomes the minimum value (for example, value 1)
At the time of (a) shows the state where the gap between the movable vanes 72 is the smallest (shown by a solid line). As can be seen from the drawing, the gap (nozzle opening) between the movable vanes 72 does not close even when the step value becomes the minimum value (for example, the value 1), and the exhaust gas is discharged from each movable vane 72. It is possible to distribute between. In the figure, the broken line shows the state of the movable vane 72 when the vane opening θVG is 2, and the two-dot chain line shows the state of the movable vane 72 when the vane opening θVG is 3.

By changing the gap between the movable vanes 72 in this manner, the flow rate of the exhaust gas blown to the turbine 66 through the variable nozzle unit 70 can be adjusted in multiple stages, and the turbine can be controlled regardless of the flow rate of the exhaust gas. It is possible to change the rotation speed NT of 66. That is, even when the fuel supply amount is small and the rotation speed Ne of the engine 1 is low, and therefore the flow rate of the exhaust gas is small, the rotation speed of the turbine 66 is adjusted by adjusting the gap between the movable vanes 72 by the actuator 74. NT can be made relatively fast. As a result, the air in the intake passage 14 can be satisfactorily compressed by the compressor 68 and the boost pressure of the intake system can be increased to enhance the supercharging effect.

As will be described later, the VG turbocharger 60 can function as an exhaust brake during braking, or the intake air can be reduced by reducing the vane opening θVG and reducing the gap between the movable vanes 72 to a small value. , The boosting pressure of the engine can be increased to enhance the engine braking effect of the compression-pressure releasing engine auxiliary brake device 30.

Referring to FIG. 3, the input / output relationship of ECU 90 is shown as a block diagram. As shown in the drawing, the input side of the ECU 90 is provided with an accelerator opening degree θACC corresponding to the depression amount of the accelerator pedal 100, that is, the fuel supply amount.
, A boost pressure sensor 104 provided downstream of the compressor 68 of the VG turbocharger 60 (see FIG. 1), and detecting a boost pressure.
By operating the switching operation member 106, ON / OFF of the operation control of the auxiliary brake, that is, the compression-pressure-release type engine auxiliary brake device 30 and the like, and the mode switching (# 1 or # 2)
or # 3), an auxiliary brake switch (auxiliary brake SW) 108 which is a changeover switch, an engine rotation sensor 110 for detecting the rotation speed Ne of the engine 1, and the like are connected. On the other hand, the output side of the ECU 90 is connected to the spool valve 36 of the compression-pressure releasing engine auxiliary brake device 30, the variable nozzle actuator 74 of the VG turbocharger 60, and the like, as described above.

Hereinafter, the engine 1 configured as described above will be described.
The operation of (1) will be described focusing on the operation of the engine brake device according to the present invention. Referring to FIG. 5, there is shown a flowchart of a supercharger control routine, that is, a switching control routine (control means) of the vane opening θVG, which will be described below with reference to FIG.

First, in step S10, it is determined whether or not the auxiliary brake SW 108 is turned on. If the determination result of step S10 is false (No), it can be determined that the driver does not intend to use the auxiliary brake, and in this case, the process exits the routine without doing anything. That is, in this case, even if the accelerator pedal 100 is returned, the auxiliary brake such as the engine brake by the compression-pressure releasing type engine auxiliary brake device 30 and the exhaust brake by the VG turbocharger 60 do not work at all, and the normal service brake ( (Not shown) only.

Here, referring to FIG. 6, the engine speed Ne and the accelerator opening θACC when the auxiliary brake SW 108 is off, that is, when the auxiliary brake is not used.
A map of the vane opening θVG (values 1 to 8) according to the above is shown, and when the determination result of step S10 is false, the movable vane 72 of the VG turbocharger 60 is determined based on the map of FIG. Actuated.

According to the figure, when the accelerator opening θACC is sufficiently larger than a predetermined value (predetermined load) θ0 and fuel is supplied, the vane opening θVG becomes equal to the engine rotational speed NVG.
The value is appropriately switched in the range from value 3 (predetermined opening degree) to value 8 according to e. The smaller the engine rotation speed Ne, the smaller the vane opening degree θVG is, so that the supercharging efficiency can be increased even when the engine 1 is in a low load state and the flow rate of exhaust gas is small. Here, the predetermined value θ0
Means the accelerator opening θACC at which the fuel supply is stopped by returning the accelerator pedal 100, and is set to a value near 0. The reason why the predetermined value θ0 is not set to the value 0 is because play of the accelerator pedal 100 and the like are considered.

When the accelerator opening .theta.ACC is close to or less than a predetermined value .theta.0 and the fuel supply is stopped and the engine speed Ne is higher than a predetermined value Ne0 (for example, idling speed), the vane opening .theta.VG Is a maximum value of 8. In this way, when the accelerator opening θACC is small and the fuel supply is stopped when the engine speed Ne is high and the vehicle is running at high speed, the driver does not intend to accelerate, and the driver performs coasting. Can be regarded as wanting. Therefore, in this case, the vane opening θVG is increased to a value of 8, so that supercharging is not performed unnecessarily and the auxiliary brake is not operated.

On the other hand, when the engine speed Ne becomes a predetermined value Ne0
When the rotation speed is equal to or less than (for example, the idle rotation speed), the vane opening degree θVG is reduced to a value of 3. Normally, when the engine rotation speed Ne becomes equal to or less than a predetermined value Ne0 (for example, an idle rotation speed), fuel supply for idling rotation is started even if the accelerator opening θACC is close to or less than the predetermined value θ0. Have been. Therefore, in this case, the vane opening degree θVG is set to a value of 3 to enhance the supercharging effect, improve the combustion efficiency by the fuel for idling rotation, and prevent engine stall.

By the way, when the fuel is supplied as described above, the minimum value of the vane opening θVG is set to the value 1
The value is kept at a value 3 (predetermined opening) without being decreased to a value 2 or a value 2. This is because when the vane opening degree θVG is set to a value 1 or a value 2, even if a small amount of fuel is supplied for idling rotation, the combustion gas expands and the exhaust gas pressure increases. That is, if the vane opening θVG is extremely small, such as the value 1 or the value 2, the gap between the movable vanes 72 is small (see FIG. 4).
), The pressure of the exhaust gas received by the movable vane 72 increases, and the flow rate of the exhaust gas becomes extremely high, so that the turbine 6
This is because the VG turbocharger 6 may reach the limit rotation speed NTMAX and cause a failure of the VG turbocharger 60.

On the other hand, if the decision result in the step S10 is true (Y
In es), when the auxiliary brake SW 108 is in the ON state, that is, when the compression-pressure releasing engine auxiliary brake device 30 is in the operable state and the VG turbocharger 60 can function as the exhaust brake, the next step is performed. Proceeding to S12, it is determined whether or not the switching position of the auxiliary brake SW 108, that is, the switching mode is mode # 1.

If the result of the determination in step S12 is true and the switching mode of the auxiliary brake SW 108 is mode # 1, the map of FIG. 6 is also used as the map of the vane opening θVG with respect to the engine speed Ne and the accelerator opening θACC. Selected. Then, in step S14, it is determined whether or not the accelerator opening θACC is equal to or smaller than the predetermined value θ0. If the result of the determination is false and the accelerator opening θACC is larger than the predetermined value θ0, the routine exits without performing any operation. In this case, the vane opening θVG is stepped according to the engine speed Ne as described above. The value is controlled between 3 and 8. On the other hand, if the result of the determination in step S14 is true and the accelerator opening θAC
If C is equal to or smaller than the predetermined value θ0, that is, if it can be determined that the driver has no intention to accelerate and the fuel supply has been stopped, the process proceeds to step S16.

In step S16, the engine speed N
It is determined whether or not e is equal to or greater than the predetermined value Ne0 (for example, idle rotation speed). If the determination result is true and the engine rotation speed Ne is equal to or more than the predetermined value Ne0, the process proceeds to step S18, where the vane opening θVG is determined based on the map of FIG.
Is set to the value 8. That is, when the switching mode of the auxiliary brake SW 108 is mode # 1 (the weakest position), the engine speed N
When e is equal to or more than the predetermined value Ne0 and the accelerator opening θACC is equal to or less than the predetermined value θ0, and the fuel supply is stopped, the vane opening θVG is set to a value of 8 (maximum) and there is almost no supercharging effect. The pressure release type engine auxiliary brake device 30 is put into a good operating state, and the engine braking force is assisted.

On the other hand, if the result of the determination in step S16 is false and the engine speed Ne is smaller than the predetermined value Ne0, the process proceeds to step S20, where the vane opening θVG of the movable vane 72 is determined based on the map of FIG. Is set to the value 3. That is, when the engine rotation speed Ne is smaller than the predetermined value Ne0, fuel supply for idling rotation is performed as described above. Therefore, in this case, the vane opening is performed in the same manner as the map in FIG. The degree θVG is set to 3 to improve combustion efficiency and prevent engine stall.

If the result of the determination in step S12 is false, the process proceeds to step S22, where the auxiliary brake SW10
It is determined whether or not the switching mode 8 is the mode # 2.
If the determination result is false, the switching mode of the auxiliary brake SW 108 is not the mode # 2 but the mode # 3. In this case, the map of the vane opening θVG with respect to the engine speed Ne and the accelerator opening θACC is shown in FIG. Map is selected.

Then, in a step S24, it is determined whether or not the accelerator opening θACC is equal to or less than the predetermined value θ0. If the determination result is false and the accelerator opening θACC is larger than the predetermined value θ0, the routine exits without performing any operation. In this case, the vane opening θVG is based on the map of FIG. 6 based on the map of FIG. Similarly, control is performed between step values 3 to 8 according to the engine rotation speed Ne. On the other hand, if the result of the determination in step S24 is true and the accelerator opening θACC is equal to or less than the predetermined value θ0, that is, if it can be determined that the driver has no intention to accelerate and the fuel supply has been stopped, the process proceeds to step S26.

In step S26, the engine speed N
It is determined whether or not e is equal to or greater than the predetermined value Ne0 (for example, idle rotation speed). If the determination result is true and the engine rotation speed Ne is equal to or higher than the predetermined value Ne0, the process proceeds to step S28. In step S28, it is determined whether or not the engine rotation speed Ne is equal to or higher than a predetermined value Ne1 (for example, 1900 rpm). If the determination result is false, the engine speed N
If e is smaller than the predetermined value Ne1, then step S3
Go to 0 and set the vane opening θVG to 1 based on the map in FIG.
And On the other hand, if the determination result is true and the engine rotation speed Ne is equal to or higher than the predetermined value Ne1 (for example, 1900 rpm), the process proceeds to step S32, and the vane opening θVG is set to the value 2 based on the map of FIG.

That is, when the switching mode of the auxiliary brake SW 108 is mode # 3, the engine speed Ne is equal to or more than the predetermined value Ne0, the accelerator opening θACC is equal to or less than the predetermined value θ0, and the fuel supply is stopped, the compression pressure is released. Type engine auxiliary brake device 30 is brought into an operating state,
According to the engine rotation speed Ne, the vane opening θVG is smaller than the minimum vane opening θVG (value 3, predetermined opening) when the accelerator opening θACC is larger than the predetermined value θ0 (value 1 or value 2 ( (Braking opening degree region).

Therefore, when the accelerator opening .theta.ACC is less than the predetermined value .theta.0 and there is no fuel supply, the intake air is discharged as it is without combustion, so that both the flow rate and the pressure of the exhaust gas are small. By making it extremely small as 1 or 2, the exhaust passage can be narrowed and the exhaust brake function of the VG turbocharger 60 can be suitably enhanced. In addition, the supercharging efficiency can be enhanced by increasing the rotation speed NT of the turbine 66. It is possible to enhance the engine braking action of the compression-pressure releasing engine auxiliary brake device 30. That is, the auxiliary brake function can be exhibited extremely well.

Referring to FIG. 9, the relationship between the volume and pressure of the combustion chamber 10 when there is no combustion, that is, the relationship between the in-cylinder volume VC and the in-cylinder pressure PC is shown. θ
When the value of VG is 8 and the value of the two-dot chain line is 3,
The dashed line indicates the value 2 and the solid line indicates the value 1. In the same figure, the range indicated by reference numeral EEX surrounded by each line indicates the amount of energy absorbed by the VG turbocharger 60 acting as an exhaust brake, and the range indicated by reference numeral EP indicates the compression-pressure-release type engine auxiliary brake device 30. The amount of energy absorbed by the action of the engine brake is shown.

As is apparent from FIG.
Is smaller, the range enclosed by each line, that is, the absorbed energy amount EEX by the action of the exhaust brake and the absorbed energy amount EP by the action of the engine brake are both increased. Therefore, when the switching mode is the mode # 1 and the vane opening θVG is the value 8, the absorbed energy amount is only EP and the effect of the engine brake is small, but as in the case of the mode # 3 (strong side). If the vane opening θVG is extremely small, ie, the value 1 or the value 2, the effects of the exhaust brake and the engine brake become very large.

Here, the vane opening θVG is switched from the value 1 to the value 2 when the engine rotation speed Ne is a predetermined value Ne1 (for example, 1900 rpm).
If the vane opening degree θVG is kept at a small value of 1 even at a predetermined value Ne1 (for example, 1900 rpm) or more, the rotation speed NT of the turbine 66 reaches the limit rotation speed NTMAX and the VG turbo even without expansion due to combustion. Charger 6
0 may cause a failure, and such a situation is to be prevented in advance. Also, this is for keeping the rotation speed NT of the turbine 66 substantially constant irrespective of the engine rotation speed Ne.

If the determination result of step S26 is false and the engine speed Ne is smaller than the predetermined value Ne0,
Next, proceeding to step S34, the vane opening degree θVG of the movable vane 72 is set to a value of 3 based on the map of FIG. That is, when the engine rotation speed Ne is smaller than the predetermined value Ne0, fuel supply for idling rotation is performed as described above. Therefore, in this case, the vane opening is performed in the same manner as the map in FIG. The degree θVG is set to 3 to improve combustion efficiency and prevent engine stall.

On the other hand, the determination result of step S22 is true, that is, the switching mode of the auxiliary brake SW 108 is the mode #
In the case of 2, the map of FIG. 8 is selected as the map of the vane opening θVG with respect to the engine rotation speed Ne and the accelerator opening θACC. Then, in a step S36, it is determined whether or not the accelerator opening θACC is equal to or smaller than the predetermined value θ0. If the determination result is false and the accelerator opening θACC is larger than the predetermined value θ0, the routine exits without performing any operation. In this case, the vane opening θVG is determined based on the map shown in FIGS. In the same manner as in both maps, control is performed between step values 3 to 8 according to the engine rotation speed Ne.
On the other hand, if the determination result of step S36 is true and the accelerator opening θ
If ACC is equal to or less than the predetermined value θ0, that is, if it can be determined that the driver has no intention to accelerate and the fuel supply has been stopped, the process proceeds to step S38.

In step S38, the engine speed N
It is determined whether or not e is equal to or greater than the predetermined value Ne0. If the determination result is true and the engine rotation speed Ne is equal to or higher than the predetermined value Ne0, the process proceeds to step S40. In step S40, it is determined whether the engine rotation speed Ne is equal to or higher than a predetermined value Ne1 (for example, 1900 rpm) as described above. If the determination result is true and the engine speed Ne is a predetermined value Ne
If it is 1 or more, the process proceeds to step S34, and the value of the vane opening θVG is set to 3 based on the map of FIG. On the other hand, if the determination result of step S40 is false and the engine rotation speed Ne is smaller than the predetermined value Ne1, then step S40 is executed.
Proceeding to 42, the vane opening θVG is set to a value of 2 based on the map of FIG.

That is, when the switching mode of the auxiliary brake SW 108 is mode # 2, the engine speed Ne is equal to or higher than the predetermined value Ne0, the accelerator opening θACC is equal to or lower than the predetermined value θ0, and the fuel supply is stopped, the compression pressure is released. Type engine auxiliary brake device 30 is brought into an operating state,
The vane opening degree θVG is set to a value 2 or a value 3 according to the engine rotation speed Ne, and the VG turbocharger 60 functions as an exhaust brake as in the case of the mode # 3. The engine braking action of the pressure release type engine auxiliary brake device 30 is enhanced.

In the case of mode # 2,
The effect of the auxiliary brake is suppressed small because the vane opening θVG is eased as compared with the case of mode # 3.
This takes into consideration the convenience of the driver and the durability of the VG turbocharger 60, including the case of the mode # 1 described above. That is, drivability is improved by selecting the effectiveness of the auxiliary brake in accordance with the weight of the load or the like, the slope of a downhill road, and the like, and the mode # 1 or the mode #except when the mode # 3 is not particularly required. 2, the rotation speed NT of the turbine 66 is kept low, and the failure of the VG turbocharger 60 is reduced.

In this case, the vane opening θVG is switched from the value 2 to the value 3 when the engine speed Ne is a predetermined value Ne1 (for example, 1900 rpm). Engine speed Ne
This is to keep it substantially constant regardless of If the determination result in step S38 is false and the engine rotation speed Ne is smaller than the predetermined value Ne0, the process proceeds to step S34, and the vane opening degree θVG is set to the value 3 in the same manner as described above based on the map of FIG. . That is, when the engine speed Ne is smaller than the predetermined value Ne0 and the fuel supply for idling is performed as described above, the combustion is performed with the vane opening degree θVG set to the value 3 as in the maps of FIGS. Improve efficiency and prevent engine stall.

Referring to FIG. 10, the control result based on the switching control routine of the vane opening θVG, that is, when the engine speed Ne is equal to or higher than the predetermined value Ne0 and the accelerator opening θACC is equal to or lower than the predetermined value θ0, When the supply is stopped, the engine speed Ne and the turbine 66
And the relationship between the engine speed Ne and the absorbed energy of the auxiliary brake, that is, the sum of the absorbed energy EEX of the exhaust brake and the absorbed energy EP of the engine brake with respect to the engine speed Ne (EE
(X + EP) is shown. In the figure, the dashed line indicates the case of mode # 1, the broken line indicates the case of mode # 2, and the solid line indicates the case of mode # 3.

As shown in FIG.
8 is the mode # 3 (solid line), the engine speed Ne changes from the predetermined value Ne0 to the predetermined value Ne1 (for example, 1900 rp).
During m), the vane opening θVG is set to the value 1 and the rotation speed NT of the turbine 66 is increased, so that the absorbed energy is also very large. When the engine rotation speed Ne exceeds a predetermined value Ne1 (for example, 1900 rpm), the vane opening θVG is set to a value of 2 (see FIG. 7), and the rotation speed NT of the turbine 66 becomes the limit rotation speed NTMAX (shaded area). While not being reached, the absorbed energy is preferably kept substantially constant in a large state.

Therefore, for example, the weight of the load is heavy,
In the case where the gradient of the downhill road is large, the mode # 3
By selecting, it is possible to generate a strong and responsive braking force, and the traveling safety of the vehicle is improved.
On the other hand, in the mode # 2 (broken line), the rotational speed NT of the turbine 66 is smaller and the absorbed energy is smaller than in the case of mode # 3. However, the absorbed energy in this case is also the vane opening θVG (value 3) when the accelerator opening θACC is larger than the predetermined value θ0.
(Indicated by a two-dot chain line). Therefore, a sufficient braking force is exerted even in the case of the mode # 2.

In the case of mode # 1 (dashed line), the vane opening θVG is kept at the maximum value 8 (FIG. 6).
), The rotational speed NT of the turbine 66 is small and changes little over the entire engine rotational speed Ne. Therefore, since the supercharging effect is small, the absorbed energy is relatively small. However, if this mode # 1 is used during normal running of the vehicle, the durability of the VG turbocharger 60 can be suitably maintained.

As described above, in the engine brake device of the present invention, the switching mode is set to the auxiliary brake SW10 according to the vehicle condition such as the weight of the load, the slope of the downhill road, and the like.
8, the mode is switched between mode # 1, mode # 2 and mode # 3. Accordingly, while the VG turbocharger 60 functions well as a supercharger at the time of acceleration traveling, the supercharging effect of the VG turbocharger 60 is increased according to the driver's intention at the time of braking, so that the compression-pressure releasing engine auxiliary brake is increased. It is possible to make the engine braking action of the device 30 appropriate. Therefore, it is possible to prevent an excessive engine braking force against the driver's intention from being generated, and to reduce the engine braking force by suppressing the rotation speed NT of the turbine 66 and reducing the engine braking force except when necessary.
The durability of the G turbocharger 60 can be suitably maintained. In particular, the effect is great if the mode # 1 in which the vane opening θVG is the maximum value 8 is frequently used.

In the above embodiment, the auxiliary brake SW
The switching mode of mode 108 is mode # 1, mode # 2, and mode # 3, and the mode can be selected among three modes. However, the switching mode may be four or more modes. Thereby, the rotation speed NT of the turbine 66 can be more finely adjusted,
The durability of the VG turbocharger 60 is further suitably maintained.

[0063]

As described above in detail, according to the engine brake device of the first aspect of the present invention, when the compression-pressure releasing type engine auxiliary brake is operated, the switching position of the changeover switch is set to the engine braking force. The opening degree of the variable nozzle can be changed to a smaller side as it is switched to the higher side, which increases the rotational speed of the exhaust turbine and enhances the supercharging effect, and enhances the engine brake assisting effect of the compression-pressure release type engine auxiliary brake can do. That is, by switching the changeover switch, an engine braking force corresponding to the driver's required braking force can be obtained. By setting the switching position of the changeover switch to the weak side except when it is particularly necessary, it is possible to prevent over-rotation of the exhaust turbine, and thus to maintain the durability of the turbocharger without failure.

According to the second aspect of the present invention, when the switching position of the changeover switch is the weakest position of the engine braking force, the driver may be regarded as not requesting such a high engine braking force. Can,
In this case, by maximizing the opening of the variable nozzle, the compression-pressure-released engine auxiliary brake can be operated without supercharging by the supercharger, and the excessive braking force against the driver's intention is applied. You can not. In addition, it is possible to prevent the exhaust turbine from over-rotating and appropriately maintain the durability of the supercharger.

According to the third aspect of the present invention, when the compression-pressure-release type engine auxiliary brake is operated, the fuel is not supplied and the exhaust is performed without expansion due to combustion. Although both are small, when the switching position of the changeover switch is on the stronger side than the weakest position and the driver is requesting a relatively large braking force, the opening of the variable nozzle is set to a predetermined opening. It can be controlled within a small braking opening range, so that even with a small amount of exhaust gas, the turbine rotation speed can be rotated at high speed to increase the supercharging effect, and the engine braking force by the compression-pressure-released engine auxiliary brake is suitable. Can be.

Further, as the switching position of the changeover switch is set to the higher side, the above-mentioned braking opening area can be changed to the side where the opening degree of the variable nozzle is smaller, so that an appropriate engine brake according to the driver's intention can be obtained. The effect can be obtained.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram of an engine mounted on a vehicle and including an engine brake device according to the present invention.

FIG. 2 is a detailed view of a VG turbocharger in FIG.

FIG. 3 is a block diagram showing an input / output relationship of the electronic control unit.

FIG. 4 is a diagram illustrating a rotation range of a movable vane of the VG turbocharger and illustrating a vane opening degree θVG.

FIG. 5 is a flowchart illustrating a switching control routine of the vane opening degree θVG.

FIG. 6 shows an auxiliary brake SW in an off state and a switching mode #
6 is a map of a vane opening θVG according to an engine rotation speed Ne and an accelerator opening θACC in the case of 1.

FIG. 7 is a map of an engine rotation speed Ne and a vane opening θVG corresponding to an accelerator opening θACC when the auxiliary brake SW is in a switching mode # 3.

FIG. 8 is a map of an engine rotation speed Ne and a vane opening θVG corresponding to an accelerator opening θACC when the auxiliary brake SW is in the switching mode # 2.

FIG. 9 is a diagram showing the relationship between the in-cylinder volume VC and the in-cylinder pressure PC when there is no combustion, and is a diagram showing the absorbed energy of the auxiliary brake according to the vane opening θVG.

10 is a diagram showing a control result by the switching control routine of FIG. 5, and shows a relationship between the engine speed Ne and the turbine speed NT and a relationship between the engine speed Ne and the absorbed energy of the auxiliary brake. FIG.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Engine 4 Cylinder 6 Piston 10 Combustion chamber 12 Intake pipe 14 Intake passage 16 Exhaust pipe 18 Exhaust passage 20 Exhaust valve 22 Exhaust valve 30 Compression pressure release type engine auxiliary brake device 60 VG turbocharger (supercharger) 66 Turbine (exhaust turbine) ) 68 Compressor 70 Variable nozzle unit (variable nozzle) 72 Movable vane (variable nozzle) 74 Variable nozzle actuator 90 Electronic control unit (ECU) 100 Accelerator pedal 102 Accelerator opening sensor 108 Auxiliary brake switch (changeover switch) 110 Engine rotation sensor

Claims (3)

[Claims] An exhaust turbine driven by exhaust gas from an internal combustion engine, and a supercharger having a variable nozzle capable of changing a cross-sectional area of an exhaust gas inlet to the exhaust turbine by adjusting an opening degree, A compression pressure release type engine auxiliary brake capable of releasing compression pressure by performing exhaust near the compression top dead center; a changeover switch having a plurality of switching positions and capable of switching the strength of the engine braking force in a plurality of stages; Control means for changing the opening degree of the variable nozzle to a smaller side as the switching position of the changeover switch is on the higher side of the engine braking force when the compression pressure release type engine auxiliary brake is operated. Characteristic engine brake device. 2. The control device according to claim 1, wherein the control unit maximizes the opening degree of the variable nozzle when the switching position of the changeover switch is the weakest position of the engine braking force. Engine braking device. 3. The control means controls the opening of the variable nozzle within a braking opening range smaller than a predetermined opening when the switching position of the changeover switch is higher than the weakest position. 3. The brake opening degree area is changed to a side where the opening degree of the variable nozzle is smaller as the switching position of the changeover switch is higher.
The described engine brake device.