WO2009074845A1 - Procédé de fonctionnement pour un moteur à combustion interne en mode freinage par compression, moteur à combustion interne capable de fonctionner en mode freinage et véhicule automobile équipé dudit moteur - Google Patents

Procédé de fonctionnement pour un moteur à combustion interne en mode freinage par compression, moteur à combustion interne capable de fonctionner en mode freinage et véhicule automobile équipé dudit moteur Download PDF

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Publication number
WO2009074845A1
WO2009074845A1 PCT/IB2007/004436 IB2007004436W WO2009074845A1 WO 2009074845 A1 WO2009074845 A1 WO 2009074845A1 IB 2007004436 W IB2007004436 W IB 2007004436W WO 2009074845 A1 WO2009074845 A1 WO 2009074845A1
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WO
WIPO (PCT)
Prior art keywords
engine
intake
piston
fuel
gas
Prior art date
Application number
PCT/IB2007/004436
Other languages
English (en)
Inventor
Nicolas Auffret
Romain Le Forestier
Original Assignee
Renault Trucks
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 Renault Trucks filed Critical Renault Trucks
Priority to PCT/IB2007/004436 priority Critical patent/WO2009074845A1/fr
Publication of WO2009074845A1 publication Critical patent/WO2009074845A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/04—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation using engine as brake
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/001—Engines characterised by provision of pumps driven at least for part of the time by exhaust using exhaust drives arranged in parallel
    • 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
    • F02B37/001—Engines characterised by provision of pumps driven at least for part of the time by exhaust using exhaust drives arranged in parallel
    • F02B37/002—Engines characterised by provision of pumps driven at least for part of the time by exhaust using exhaust drives arranged in parallel the exhaust supply to one of the exhaust drives can be interrupted
    • 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
    • F02B37/013—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in series
    • 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
    • F02B37/12—Control of the pumps
    • F02B37/16—Control of the pumps by bypassing charging air
    • 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
    • F02B37/12—Control of the pumps
    • F02B37/16—Control of the pumps by bypassing charging air
    • F02B37/162—Control of the pumps by bypassing charging air by bypassing, e.g. partially, intake air from pump inlet to pump outlet
    • 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
    • F02B37/12—Control of the pumps
    • F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D41/0005—Controlling intake air during deceleration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/005—Controlling exhaust gas recirculation [EGR] according to engine operating conditions
    • F02D41/0055—Special engine operating conditions, e.g. for regeneration of exhaust gas treatment apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/401—Controlling injection timing
    • 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
    • F02M67/00—Apparatus in which fuel-injection is effected by means of high-pressure gas, the gas carrying the fuel into working cylinders of the engine, e.g. air-injection type
    • F02M67/02—Apparatus in which fuel-injection is effected by means of high-pressure gas, the gas carrying the fuel into working cylinders of the engine, e.g. air-injection type the gas being compressed air, e.g. compressed in pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3035—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode
    • 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
    • F02M26/22—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
    • F02M26/33—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 controlling the temperature of the recirculated gases
    • 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
    • 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
    • Y02T10/40—Engine management systems

Definitions

  • This invention concerns a method for operating an internal combustion engine of an automotive vehicle in compression braking mode.
  • the invention also concerns an internal combustion engine capable of operating either in positive mode or in compression braking mode.
  • the invention concerns an automotive vehicle equipped with such an engine.
  • a first aim of the invention is to solve the problems listed here-above and to provide a method which enhances the braking effect obtained with an internal combustion engine running in compression braking mode, without substantially increasing the induced pollution.
  • the invention concerns a method for operating an internal combustion engine of an automotive vehicle in compression braking mode, this method including at least the following steps : a - recovery of at least a part of the exhaust gases of the engine via EGR means b - mixing of the recovered gases with fresh air in order to form a gas mixture c - intake of said gas mixture within at least a cylinder of the engine d - intake or injection of fuel within the cylinder and e - combustion of the fuel in presence of the gas mixture within the cylinder when a piston of this cylinder moves from BDC to TDC.
  • TDC for "top dead centre position”
  • BDC for "bottom dead centre position”
  • EGR exhaust gas recirculation
  • the gas-to-fuel mixture present in the cylinder during the upward movement of the piston is loaded with soot, particulate materials and gases, e.g. carbon monoxide or dioxide, resulting from previous combustion, which induces that combustion within the internal volume of the cylinder starts after a rather long ignition delay.
  • the invention can be used when the compression braking mode of the engine is a two-stroke mode, a four-stroke mode or more.
  • an operating method for an engine might incorporate one or several of the following features:
  • Step c starts before step d, which takes place before step e
  • the method includes, prior to steps c and d, a step f of mixing of the gas mixture and the fuel into a gas-to-fuel mixture, whereas steps c and d occur together by the intake of the gas-to-fuel mixture within the cylinder - Intake or injection of the fuel starts when a crankshaft of the engine, which drives the piston, has an angular position between 70° and 30° before the piston reaches TDC.
  • compression mode is a four stroke compression mode
  • intake of the gas mixture starts when a crankshaft of the engine driving the piston has an angular position between 380° and 340° before the piston reaches its high pressure top dead center position.
  • compression mode is a four stroke compression mode
  • intake of the gas mixture ends when a crankshaft of the engine driving the piston has an angular position between 190° and 150° before a piston reaches its high pressure top dead center position.
  • compression mode is a two stroke compression mode
  • intake of the gas mixture starts when a crankshaft of the engine driving the piston has an angular position between 320° and 200° before the piston reaches its top dead center position.
  • compression mode is a two stroke compression mode
  • intake of the gas mixture ends when a crankshaft of the engine driving the piston has an angular position between 180° and 140° before the piston reaches its top dead center position.
  • - Intake of the gas mixture and intake or injection of the gas-to-fuel mixture takes place during a time interval such that combustion ends before the piston reaches TDC.
  • the method comprises a step of utilising two compressors to load the cylinder with the gas-to-fuel mixture, each compressor being powered by a turbine located in a dedicated exhaust line of the engine. In such a case, one of the turbo- chargers is preferably used only when the engine works in compression braking mode.
  • the engine comprises several cylinders and intake or injection of the fuel takes place in each cylinder when its respective piston moves from BDC to TDC.
  • the invention also concerns an internal combustion engine which allows to efficiently load one of its cylinders with a gas-to-fuel mixture, whereas its exhaust line does not have to be bulky and include several bends.
  • the invention concerns an internal combustion engine capable of operating either in positive mode or in compression braking mode, this engine comprising several cylinders, each of which is provided with a piston and means for the intake of a gas mixture within each cylinder, this engine comprising also two turbo-chargers adapted to provide the intake means with gas under pressure.
  • This engine is characterized in that the respective turbines of the turbo- chargers are located in two different exhaust lines which extend in parallel, downstream of an exhaust gas manifold of the engine.
  • the two parallel exhaust lines are each relatively small in diameter and can be easily installed within an engine compartment of an automotive vehicle.
  • an internal combustion engine might incorporate one or several of the following features:
  • the engine includes EGR means adapted to provide the intake means with exhaust gases of the engine.
  • an outlet of the EGR means is advantageously connected to an air inlet line which feeds the intake means.
  • the EGR means advantageously include a gas mixer adapted to mix exhaust gases with fresh air loaded by at least a compressor of one of the turbo- chargers.
  • Control means are adapted to actuate a first turbo-charger at least when the engine is in positive mode and to actuate a second turbo-charger only when the engine is in braking mode. These control means can also actuate the first turbo charger in braking mode.
  • the invention concerns an automotive vehicle equipped with an engine as mentioned here-above.
  • Such an automotive vehicle which is advantageously an industrial vehicle like a truck or a bus, has efficient engine braking capabilities.
  • FIG. 1 is a scheme of a truck equipped with an internal combustion engine according to the invention.
  • FIG. 2 is a schematic view of a cylinder of the engine of figure 1.
  • - Figure 3 is a theoretical diagram showing the negative work obtained by the movement of the piston when an engine operates in four-stroke braking mode according to the prior art.
  • - Figure 4 is a theoretical diagram similar to figure 3 for an engine operating according to the method of the invention in four-stroke braking mode.
  • FIG. 5 is a diagram showing the injection and combustion phases within the cylinder of figure 2, as a function of the angular position of a crankshaft of the engine, for an engine working in four-stroke braking mode.
  • - Figure 6 is a diagram similar to figure 3 for an engine operating in two-stroke braking mode.
  • - Figure 7 is a diagram similar to figure 4 for an engine operating in two-stroke braking mode
  • - Figure 8 is a diagram similar to figure 5 for an engine working in two-stroke braking mode.
  • the Diesel engine 1 represented on figure 1 is mounted onto a truck T and equipped with an exhaust gas recirculation system or EGR system 2.
  • Engine 1 is also equipped with a first turbo-charger 3 and a second turbo-charger 4.
  • EGR system 2 and turbo-charger 3 feed, via a main inlet or intake line 5, an air inlet manifold 11 of engine 1 with gases to be used as comburant during fuel combustion in the cylinders 12 of the engine when the engine runs in four-stroke positive mode where it delivers positive power to drive the transmission train and the wheels W of truck T.
  • An exhaust gas manifold 13 of engine 1 is connected to a main exhaust line 6 in order to evacuate exhaust gases from engine 1. Exhaust gases flow is represented by arrows E on figure 1.
  • EGR system 2 includes an inlet line 21 branching off exhaust line 6 and feeding an EGR gas cooler 22 provided with a liquid cooling medium, as shown by arrow l_i, this medium being evacuated from cooler 22 as shown by arrow L 2 .
  • cooler 22 can be a gas/gas heat exchanger.
  • the cooling medium is a gas which may come directly from the intake line 5 or exhaust line 6.
  • An outlet line 23 of cooler 22 connects exhaust gas cooler 22 to a gas mixer 24 which also belongs to EGR system 2.
  • An EGR valve 25 controls exhaust gases flow between lines 6 and 21 and also belongs to EGR system 2.
  • Gas mixer 24 and EGR valve 25 are piloted by an electronic control unit 8 via electronic control signals S 1 and SV
  • exhaust line 6 After the derivation corresponding to inlet line 21 , exhaust line 6 reaches a flow divider 9 formed by a control valve 9 which is piloted by unit 8 via an electronic signal S 9 .
  • Two secondary exhaust lines 61 and 62 run, in parallel from each other, from valve 9 to a gas mixer 10 piloted by unit 8 via another electronic control signal S 2 .
  • Valve 9 selectively connects line 6 to lines 61 or 62, or to both of these lines, depending on the order received from unit 8 via signal S 9 .
  • Gas mixer 10 is helping recovering the totality of the exhaust mass flow of the engine 1 , the mass flow coming via lines 61 and/or 62 at possibly different pressures.
  • Line 61 feeds a turbine 31 which belongs to turbo-charger 3. This turbine is connected by a shaft 32 to a compressor 33.
  • Line 62 feeds a turbine 41 which belongs to turbo-charger 4 and is connected by a shaft 42 to another compressor 43.
  • turbo-chargers 3 and 4 Operation of turbo-chargers 3 and 4 is controlled by unit 8 via respective electronic control signals S 3 and S 4 .
  • Compressors 33 and 43 are installed within a first part 51 of inlet line 5, upstream of gas mixer 24. Part 51 is fed with fresh air, as shown by arrow F-
  • a by-pass line 46 belongs to turbo-charger 4 and by-passes compressor 43.
  • a solenoid valve 48 controls air flow within by-pass line 46 and is piloted by unit 8 via an electronic control signal S 5 .
  • a heat exchanger 47 which is used to improve the global compression efficiency when both compressors are running in serial, is located downstream of the compressor of turbocharger 4 and upstream the connection between line 46 and the pipe which leads to compressor 33 of turbocharger 3. When compressor 43 is bypassed, heat exchanger 47 is not used at all.
  • a heat exchanger 26 is also installed in the intake line 5, downstream of EGR mixer 24 and upstream of the intake manifold 11.
  • valve 9 connects line 6 to line 61 , but not to line 62.
  • Unit 8 actuates turbo-charger 3 via signal S 3 , in a conventional manner, in order to increase air pressure within line 5.
  • Turbo-charger 4 is not active in this working mode of engine 1. In other words, signal S 4 does not actuate turbo-charger 4 which does not rotate because no gas flows in line 62.
  • Solenoid valve 48 is actuated by unit 8 in order to permit air flow within line 46.
  • EGR system 2 is active and mixer 24 mixes fresh air loaded by compressor 31 with exhaust gases coming from cooler 22.
  • a gas mixture which includes exhaust gases, flows toward manifold 11 in a second part 52 of line 5, downstream of mixer 24. This is shown by arrow F 2 on figure 1.
  • valve 9 connects line 6 at least to line 62.
  • Turbo-charger 4 is actuated by unit 8 and valve 48 is closed.
  • valve 9 is controlled to direct the flow in line 6 towards lines 61 and 62.
  • Line 62 has a smaller diameter than line 61 and turbine 41 is smaller than turbine 21 , which induces smaller flow area at turbine 41 than at turbine 31. Due to the smaller flow area at turbine 41 , pressure within line 62 upstream of gas mixer 10 is higher than in positive mode.
  • Engine back pressure created by this low critical area of turbine 41 is then really high, which is needed to get high engine brake power.
  • Mixer 10 is then used to balance the flows E in lines 61 and 62, in particular to avoid a backward re-circulation in one of these lines, if pressure at the downstream end of the other line is higher.
  • EGR system 2 In compression braking mode, EGR system 2 is active. In other words, as shown by arrow F 2 , a part of the exhaust gases of engine 1 is redirected to collector 1 1 after being mixed with high pressure fresh air in gas mixer 24
  • each cylinder 12 of engine 1 comprises a cylinder head 121 , a cylinder wall 122, a piston 123, a fuel injector 124, an exhaust valve 125 and an air intake valve 126.
  • FIG 3 corresponds to the prior art, one considers an engine running in four-stroke braking mode.
  • the negative work WN obtained on this occasion is as represented on figure 3, where the abscises correspond to the variable volume Vi 2 defined in cylinder 12 between the upper surface 127 of piston 123 and cylinder head 121 and the ordinates represent the pressure P within this volume.
  • the air inlet valve is closed and a quasi-isentropic compression B takes place where P x V ⁇ equals a constant, when
  • ⁇ is defined as the real gas polytropic coefficient (between 1.3 and 1.4)
  • a first portion of the braking power is achieved by compressing the gases within the cylinder.
  • the peak cylinder pressure PPEAK is reached at a point C which corresponds roughly to the point where the piston reaches the first TDC.
  • the outlet valve is partially opened and the pressure within the cylinder decreases, as shown by curve D, up to a point E which corresponds to a second BDC portion of the piston.
  • the upward movement of the piston, from second BDC to second TDC starts at point E and, as shown by curve F 1 goes to a point G which corresponds to TDC and where the air inlet valve opens whereas the exhaust valve closes.
  • the negative work W N obtained can be considered as represented by the hatched surface defined by points A, C, E and G and by curves B, D and F on figure 3.
  • combustion TDC combustion TDC or CTDC hereafter and corresponds to a high pressure top dead center position.
  • This gas mixture GM is obtained from part 52 of line 5, and includes fresh air and exhaust gases recovered by EGR system 2. Intake M of gas mixture
  • GM within cylinder 12 takes place by opening of valve 126.
  • fuel F is injected within volume V 12 by injector 124 when piston 123 moves from PBDC to CTDC. This is shown by the injection arrow I on figure 2.
  • the fuel is represented by the grey zone on figure 2.
  • Intake M of the gas mixture GM starts at a point Mi near BTDC, where ⁇ equals - 370°.
  • the value of ⁇ at point M 1 can lie in the range of - 380° to - 340°. Intake of the gas mixture M ends at a point M 2 near PBDC, where ⁇ equals - 160°. Actually, the value of ⁇ at point M 2 can lie in the range of - 190° to - 150°.
  • injection I of the fuel F starts at a point I 1 for a value of ⁇ equal to -40°, that is 40° before piston 123 reaches CTDC. Injection stops when piston 123 is at a point I 2 20° before CTDC.
  • fuel injection can start when ⁇ has a value between -70° and -30°, that is when the crankshaft has an angular position between 70° and 30° before piston 123 reaches CTDC.
  • Fuel injection I can end when ⁇ is between -50° and -10°, that is when the crankshaft has a position between 50° and 10° before piston 123 reaches CTDC.
  • the values of ⁇ at points I 1 and I 2 lie respectively in the ranges of - 70° to - 30° and - 50° to - 10°.
  • the amplitude AG 1 of the angular movement of the crankshaft between the beginning I 1 and the end I 2 of the fuel injection I is 20° and injection stops when ⁇ equals -20°.
  • this amplitude ⁇ i can lie between 10° and 30°.
  • the air mixed to fuel to form the gas-to-fuel mixture GM + F after the fuel injection in volume V 12 is partly loaded with soot resulting from the combustion which already took place in engine 1 during the previous cycles.
  • This air also includes molecules of gases resulting from the prior combustion, that is CO, CO 2 , NO, NO 2 , NO x , ...
  • the presence of prior combustion particulate materials and gases in the gas-to-fuel mixture GM + F avoids that the fuel F injected in volume V12 by injector 124, starts to burn as soon as it is present in volume Vi 2 .
  • gas mixture GM spreads itself within volume V12, during a time interval which corresponds to the angular value difference ⁇ 2 on figure 5 and fuel F spreads itself within volume Vi 2 during a time interval which corresponds to the angular value ⁇ 3 on figure 5.
  • ignition of this mixture GM + F within the internal volume V 12 of cylinder 12 is delayed. This allows time for this mixture to be homogenised within this volume before combustion. This enhances the combustion which can be considered as a "homogeneous combustion" occurring at relatively low temperature.
  • the invention can also be used with an engine working in two-stroke braking combustion mode, as represented on figures 6 to 8.
  • Figure 7 corresponds to the same rotation of 360° for an engine embodying the invention, where the pick pressure PPEAK is substantially increased with respect to the configuration of figure 6.
  • a gas mixture GM is formed with fresh air and gases coming from the EGR system 2.
  • ⁇ is 180° or - 180°.
  • intake of the gas mixture starts at a point Mi where ⁇ equals about - 300° and stops at a point M 2 where ⁇ equals about - 160°.
  • the value of ⁇ at point M 1 can lie within a range of - 320° to - 200° whereas the value of ⁇ at point M 2 can lie within a range of - 180° to - 140°.
  • Injection I of fuel F starts at a point U where ⁇ equals about -40° and ends at a point I 2 where ⁇ equals - 20°.
  • the value of ⁇ at points Ii and I 2 can lie respectively in a range of - 70° to - 30° and in a range of - 50° to - 10°. Combustion takes place after injection of fuel F.
  • EGR system 2 can also be used with a long route EGR system (EGR circuit from turbine outlet to compressor inlet) or with an intermediate route EGR system for multiple-stage turbocharger system.
  • EGR system EGR circuit from turbine outlet to compressor inlet
  • intermediate route EGR system for multiple-stage turbocharger system.
  • the invention can also be used with a sixth stroke compression braking mode, provided that gas mixture intake M, fuel injection I and exhaust E are adapted accordingly.
  • the gas mixture created by mixer 24 has a high pressure, which allows fast injection of the gas-to-fuel mixture within volume Vi 2 .
  • This allows the injection period ⁇ i to be short and to correspond to an angular rotation of the crankshaft lying under 30°, preferably in the order of 20°.
  • creation of the gas-to-fuel mixture GM + F can occur outside the cylinder 12, in a premixing chamber. Intake of this gas-to-fuel mixture can then take place, as explained for gas mixture M here above.

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

Abstract

Ce procédé permet de faire fonctionner un moteur à combustion interne (1) d'un véhicule automobile (T) en mode freinage par compression et comprend les étapes suivantes : récupération d'au moins une partie des gaz d'échappement du moteur (1) par des moyens de RGE (2) ; mélange des gaz récupérés avec de l'air frais (F1) et du carburant afin de former un mélange gaz-carburant ; et injection de ce mélange gaz-carburant dans au moins un cylindre (12) du moteur (1), lorsqu'un piston de ce cylindre se déplace depuis sa position de point mort bas (BDC) vers sa position de point mort haut (TDC). Le moteur (1) comprend deux turbocompresseurs (3, 4) dont les turbines (31, 41) sont situées dans deux conduites d'évacuation différentes (61, 62) qui s'étendent en parallèle, en aval d'un collecteur de gaz d'échappement (13).
PCT/IB2007/004436 2007-12-11 2007-12-11 Procédé de fonctionnement pour un moteur à combustion interne en mode freinage par compression, moteur à combustion interne capable de fonctionner en mode freinage et véhicule automobile équipé dudit moteur WO2009074845A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/IB2007/004436 WO2009074845A1 (fr) 2007-12-11 2007-12-11 Procédé de fonctionnement pour un moteur à combustion interne en mode freinage par compression, moteur à combustion interne capable de fonctionner en mode freinage et véhicule automobile équipé dudit moteur

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/IB2007/004436 WO2009074845A1 (fr) 2007-12-11 2007-12-11 Procédé de fonctionnement pour un moteur à combustion interne en mode freinage par compression, moteur à combustion interne capable de fonctionner en mode freinage et véhicule automobile équipé dudit moteur

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WO2009074845A1 true WO2009074845A1 (fr) 2009-06-18

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103899410A (zh) * 2014-03-27 2014-07-02 哈尔滨工程大学 一种连续可调式分段排气机械装置
WO2014193349A1 (fr) * 2013-05-29 2014-12-04 International Engine Intellectual Property Company, Llc Frein moteur
US10837396B1 (en) 2019-05-14 2020-11-17 Science Applications International Corporation Torque-slewing diesel engine operation
CN113217198A (zh) * 2021-05-08 2021-08-06 南通航海机械集团有限公司 一种柴油机排气背压正弦波自动调节系统及方法

Citations (10)

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GB2244094A (en) * 1990-05-19 1991-11-20 Mtu Friedrichshafen Gmbh I.C. engine with three exhaust-driven turbochargers
JPH0565830A (ja) * 1991-09-04 1993-03-19 Isuzu Ceramics Kenkyusho:Kk ２サイクルターボコンパウンドエンジンの制御装置
DE4425956A1 (de) * 1994-07-21 1996-01-25 Daimler Benz Ag Verfahren zum Verstärken der Motorbremsleistung eines Verbrennungsmotors
US6336447B1 (en) * 2000-05-08 2002-01-08 Mack Trucks, Inc. Method and apparatus for compression brake enhancement using fuel and an intercooler bypass
US20020023619A1 (en) * 2000-03-31 2002-02-28 Robb Janak Use of external exhaust gas recirculation ("EGR") to improve compression release braking and method for EGR valve and system cleaning
US20030178002A1 (en) * 2003-02-27 2003-09-25 Israel Mark A. Apparatus and method to operate an engine exhaust brake together with an exhaust gas recirculation system
EP1387058A2 (fr) * 2002-08-03 2004-02-04 DaimlerChrysler AG Procédé de réglage de la pression d'admission d'un moteur à combustion interne
WO2005065213A2 (fr) * 2003-12-30 2005-07-21 Jacobs Vehicle Systems, Inc. Systeme et procede pour actionnement de soupape
DE102005008657A1 (de) * 2005-02-25 2006-08-31 Daimlerchrysler Ag Motorbremsverfahren für eine Brennkraftmaschine mit zwei in Reihe geschalteten Abgasturboladern
FR2891311A1 (fr) * 2005-09-26 2007-03-30 Renault Sas Moteur comprenant un turbocompresseur a geometrie fixe et un turbocompresseur a geometrie variable

Patent Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2244094A (en) * 1990-05-19 1991-11-20 Mtu Friedrichshafen Gmbh I.C. engine with three exhaust-driven turbochargers
JPH0565830A (ja) * 1991-09-04 1993-03-19 Isuzu Ceramics Kenkyusho:Kk ２サイクルターボコンパウンドエンジンの制御装置
DE4425956A1 (de) * 1994-07-21 1996-01-25 Daimler Benz Ag Verfahren zum Verstärken der Motorbremsleistung eines Verbrennungsmotors
US20020023619A1 (en) * 2000-03-31 2002-02-28 Robb Janak Use of external exhaust gas recirculation ("EGR") to improve compression release braking and method for EGR valve and system cleaning
US6336447B1 (en) * 2000-05-08 2002-01-08 Mack Trucks, Inc. Method and apparatus for compression brake enhancement using fuel and an intercooler bypass
EP1387058A2 (fr) * 2002-08-03 2004-02-04 DaimlerChrysler AG Procédé de réglage de la pression d'admission d'un moteur à combustion interne
US20030178002A1 (en) * 2003-02-27 2003-09-25 Israel Mark A. Apparatus and method to operate an engine exhaust brake together with an exhaust gas recirculation system
WO2005065213A2 (fr) * 2003-12-30 2005-07-21 Jacobs Vehicle Systems, Inc. Systeme et procede pour actionnement de soupape
DE102005008657A1 (de) * 2005-02-25 2006-08-31 Daimlerchrysler Ag Motorbremsverfahren für eine Brennkraftmaschine mit zwei in Reihe geschalteten Abgasturboladern
FR2891311A1 (fr) * 2005-09-26 2007-03-30 Renault Sas Moteur comprenant un turbocompresseur a geometrie fixe et un turbocompresseur a geometrie variable

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2014193349A1 (fr) * 2013-05-29 2014-12-04 International Engine Intellectual Property Company, Llc Frein moteur
CN103899410A (zh) * 2014-03-27 2014-07-02 哈尔滨工程大学 一种连续可调式分段排气机械装置
US10837396B1 (en) 2019-05-14 2020-11-17 Science Applications International Corporation Torque-slewing diesel engine operation
US11261821B2 (en) 2019-05-14 2022-03-01 Science Application International Corporation Torque-slewing diesel engine operation
CN113217198A (zh) * 2021-05-08 2021-08-06 南通航海机械集团有限公司 一种柴油机排气背压正弦波自动调节系统及方法

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