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EP0379720B1 - Method for increasing the brake power of a four-stroke alternating piston-type internal-combustion engine - Google Patents

Method for increasing the brake power of a four-stroke alternating piston-type internal-combustion engine Download PDF

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Publication number
EP0379720B1
EP0379720B1 EP89123776A EP89123776A EP0379720B1 EP 0379720 B1 EP0379720 B1 EP 0379720B1 EP 89123776 A EP89123776 A EP 89123776A EP 89123776 A EP89123776 A EP 89123776A EP 0379720 B1 EP0379720 B1 EP 0379720B1
Authority
EP
European Patent Office
Prior art keywords
stroke
outlet valve
opened
increasing
dead centre
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.)
Expired - Lifetime
Application number
EP89123776A
Other languages
German (de)
French (fr)
Other versions
EP0379720A1 (en
Inventor
Alfred Neitz
Joachim Dipl.-Ing. Weiss
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.)
MAN Truck and Bus SE
Original Assignee
MAN Nutzfahrzeuge AG
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 MAN Nutzfahrzeuge AG filed Critical MAN Nutzfahrzeuge AG
Publication of EP0379720A1 publication Critical patent/EP0379720A1/en
Application granted granted Critical
Publication of EP0379720B1 publication Critical patent/EP0379720B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • 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
    • F02M26/01—Internal exhaust gas recirculation, i.e. wherein the residual exhaust gases are trapped in the cylinder or pushed back from the intake or the exhaust manifold into the combustion chamber without the use of additional passages
    • 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
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four

Definitions

  • the invention relates to a method for increasing the engine braking power according to the preamble of patent claim 1.
  • the object of the invention is to increase the final compression pressure, ie to make the work to be done for the compression larger.
  • the graph shows the crank angle degrees (° KW) on the abscissa and the respective valve strokes of the intake and exhaust valves on the ordinate.
  • the respective inlet valve E opens between top dead center (TDC) and bottom dead center (UT) of the piston (that is, over 180 ° crank angle).
  • the pressure in the cylinder is slightly below the ambient pressure.
  • the outlet valve A opens, with the result that the cylinder quickly fills with air from the exhaust manifold, since at this moment the pressure difference between the exhaust manifold and the cylinder prevails.
  • This pressure difference is large enough to ensure an intensive pressure increase in the cylinder even with a smaller stroke and a short opening time of the exhaust valve (from UT to approx. 80 ° crank angle to UT).
  • the pressure in the exhaust manifold is maintained by a brake flap. It is necessary to drill holes in the brake flap, otherwise the pressure in the exhaust manifold will increase excessively. By equalizing the pressure with the cylinder when opening the exhaust valve in the UT, the pressure in the manifold drops slightly. However, the "pressure reservoir" exhaust manifold is refilled at the end of the following compression stroke when the compressed air flows from the cylinder into the manifold.
  • the final compression pressure here is much higher than with known processes (Jacobs-Bremse) because the air is already at a higher pressure at the beginning of the compression cycle than could be achieved with a charge change restricted to the intake of air. Accordingly, the work to be done for compaction is also considerably larger.
  • the work recovery from the air remaining in the cylinder, which is still under pressure, is to be reduced to a minimum.
  • the pressure in the exhaust manifold should be maintained where possible.
  • the outlet valve A is closed at the same time or with a certain overlap (in the diagram, the outlet valve A is open approx. 30 ° before TDC to 30 ° crank angle after TDC) and the inlet valve E is opened. This largely prevents backflow from the exhaust manifold into the intake duct, while the cylinder can be emptied unhindered.
  • the cylinder pressure drops rapidly to ambient pressure; after a short time the outflow process takes in fresh air, which starts the cycle again.
  • a braking power of about 300 kW can be achieved at an average exhaust gas back pressure of 3.3 bar (absolute).

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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)
  • Valve Device For Special Equipments (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)

Description

Die Erfindung bezieht sich auf ein Verfahren zur Steigerung der Motorbremsleistung gemäß dem Oberbegriff des Patentanspruchs 1.The invention relates to a method for increasing the engine braking power according to the preamble of patent claim 1.

Aus US-A-46 64 070 ist es bekannt, die Auslaßventile einer Viertakt-Brennkraftmaschine im Zweier-Takt zu steuern, das heißt, die Auslaßventile werden nicht nur während des Auspufftaktes geöffnet, sondern sie werden im Motor-Bremsbetrieb nach jeder Umdrehung des Motors jeweils am Ende eines Verdichtungs- und am Ende eines Ausschiebetaktes kurz geöffnet, um die verdichtete Luft gegen eine in einer Abgasleitung befindliche Drosselklappe auszuschieben. Durch eine derartige Maßnahme wird zwar die Bremsleistung erhöht, allerdings läßt die Bremsleistung ins Verhältnis gesetzt zur Motorleistung immer noch zu wünschen übrig.From US-A-46 64 070 it is known to control the exhaust valves of a four-stroke internal combustion engine in two-stroke, that is, the exhaust valves are not only opened during the exhaust stroke, but they are in engine braking mode after each revolution of the engine each briefly opened at the end of a compression and at the end of a push-out cycle in order to push the compressed air against a throttle valve located in an exhaust pipe. Such a measure increases the braking power, but the braking power in relation to the engine power still leaves something to be desired.

Dabei ist es ebenfalls bekannt, das Auslaßventil beim Verdichtungstakt einen kleinen Spalt offen zu halten. Die Öffnung des Auslaßventils kann aber auch erst in oder kurz vor dem oberen Totpunkt des Kolbens erfolgen. Der Kompressionsenddruck ist hierbei von besonderer Bedeutung.It is also known to keep the outlet valve a small gap open during the compression stroke. The opening of the exhaust valve can also take place only at or shortly before the top dead center of the piston. The final compression pressure is of particular importance.

Aufgabe der Erfindung ist es, den Kompressionsenddruck zu erhöhen, d. h. die für die Verdichtung aufzubringende Arbeit größer zu machen.The object of the invention is to increase the final compression pressure, ie to make the work to be done for the compression larger.

Diese Aufgabe wird durch die im Kennzeichen des Patentanspruches 1 angegebenen Merkmale gelöst.This object is achieved by the features specified in the characterizing part of patent claim 1.

Durch das kurzzeitige Öffnen des Auslaßventils nach UT (am Ende des jeweiligen Ansaugvorgangs) strömt vorverdichtete Luft aus dem Auslaßkrümmer in den Zylinder. Somit wird beim jeweiligen Verdichtungstakt bereits eine vorverdichtete Luftmenge zur Verdichtung gebracht, wozu ein einer größeren Bremsarbeit entsprechender höherer Arbeitsbedarf des Motors erforderlich ist.By briefly opening the exhaust valve after UT (at the end of the respective intake process), pre-compressed air flows from the exhaust manifold into the cylinder. Thus, a pre-compressed amount of air is already brought to compression at the respective compression stroke, for which purpose a higher workload of the engine corresponding to a larger braking work is required.

Durch die Zeichnung, die ein Schaubild der Öffnungszeiten der Gaswechselventile im Bremsbetrieb (Zweitaktbetrieb) zeigt, soll die Erfindung näher erläutert werden.The invention is to be explained in more detail by the drawing, which shows a diagram of the opening times of the gas exchange valves in braking operation (two-stroke operation).

Beim Schaubild sind auf der Abszisse die Kurbelwinkelgrade (° KW) und auf der Ordinate die jeweiligen Ventilhübe des Einlaß- bzw. Auslaßventils dargestellt.The graph shows the crank angle degrees (° KW) on the abscissa and the respective valve strokes of the intake and exhaust valves on the ordinate.

Das jeweilige Einlaßventil E öffnet jeweils zwischen oberen Totpunkt (OT) und unterem Totpunkt (UT) des Kolbens (also über 180 ° Kurbelwinkel).The respective inlet valve E opens between top dead center (TDC) and bottom dead center (UT) of the piston (that is, over 180 ° crank angle).

Am Ende des Saughubs (erster Takt) liegt der Druck im Zylinder geringfügig unter dem Umgebungsdruck. Sofort nach dem Schließen des Einlaßventils E im UT öffnet das Auslaßventil A, was zur Folge hat, daß sich der Zylinder rasch mit Luft aus dem Auslaßkrümmer füllt, da in diesem Moment die Druckdifferenz zwischen Auslaßkrümmer und Zylinder herrscht. Diese Druckdifferenz ist groß genug, um auch bei kleinerem Hub und kurzer Öffnungszeit des Auslaßventils (von UT bis ca. 80 ° Kurbelwinkel nach UT), einen intensiven Druckanstieg im Zylinder zu gewährleisten.At the end of the suction stroke (first stroke), the pressure in the cylinder is slightly below the ambient pressure. Immediately after the inlet valve E in the UT closes, the outlet valve A opens, with the result that the cylinder quickly fills with air from the exhaust manifold, since at this moment the pressure difference between the exhaust manifold and the cylinder prevails. This pressure difference is large enough to ensure an intensive pressure increase in the cylinder even with a smaller stroke and a short opening time of the exhaust valve (from UT to approx. 80 ° crank angle to UT).

Der Druck im Auslaßkrümmer wird durch eine Bremsklappe aufrechterhalten. Es ist notwendig, die Bremsklappe mit Bohrungen zu versehen, da der Druck im Auslaßkrümmer sonst übermäßig anstiege. Durch den Druckausgleich mit dem Zylinder beim Öffnen des Auslaßventils im UT sinkt der Druck im Krümmer geringfügig. Das "Druckreservoir" Auslaßkrümmer wird am Ende des nun folgenden Verdichtungstaktes jedoch wieder aufgefüllt, wenn die verdichtete Luft aus dem Zylinder in den Krümmer strömt. Der Verdichtungsenddruck ist hier viel höher als bei bekannten Verfahren (Jacobs-Bremse), weil die Luft schon zu Beginn des Verdichtungstaktes unter höherem Druck steht als mit einem auf das Ansaugen der Luft beschränkten Ladungswechsel erreicht werden könnte. Dementsprechend ist auch die für die Verdichtung aufzubringende Arbeit beträchtlich größer.The pressure in the exhaust manifold is maintained by a brake flap. It is necessary to drill holes in the brake flap, otherwise the pressure in the exhaust manifold will increase excessively. By equalizing the pressure with the cylinder when opening the exhaust valve in the UT, the pressure in the manifold drops slightly. However, the "pressure reservoir" exhaust manifold is refilled at the end of the following compression stroke when the compressed air flows from the cylinder into the manifold. The final compression pressure here is much higher than with known processes (Jacobs-Bremse) because the air is already at a higher pressure at the beginning of the compression cycle than could be achieved with a charge change restricted to the intake of air. Accordingly, the work to be done for compaction is also considerably larger.

Im folgenden Ansaugtakt (dritter Takt) soll der Arbeitsrückgewinn aus der im Zylinder verbliebenen Luft, die noch unter Druck steht, auf ein Mindestmaß reduziert werden. Außerdem ist der Druck im Auslaßkrümmer nach Möglichkeit aufrechtzuerhalten. Zu diesem Zweck werden gleichzeitig oder mit einer gewissen Überschneidung das Auslaßventil A geschlossen (im Schaubild ist das Auslaßventil A ca. 30 ° vor OT bis 30 ° Kurbelwinkel nach OT geöffnet) und das Einlaßventil E geöffnet. So wird weitgehend vermieden, daß es zu einem Rückströmen aus dem Auslaßkrümmer in den Ansaugkanal kommt, wohingehen der Zylinder ungehindert geleert werden kann. Der Zylinderdruck fällt rasch auf Umgebungsdruck ab; nach kurzer Zeit geht der Ausströmvorgang in Ansaugen von Frischluft über, womit der Kreislauf von neuem beginnt.In the following intake stroke (third stroke), the work recovery from the air remaining in the cylinder, which is still under pressure, is to be reduced to a minimum. In addition, the pressure in the exhaust manifold should be maintained where possible. For this purpose, the outlet valve A is closed at the same time or with a certain overlap (in the diagram, the outlet valve A is open approx. 30 ° before TDC to 30 ° crank angle after TDC) and the inlet valve E is opened. This largely prevents backflow from the exhaust manifold into the intake duct, while the cylinder can be emptied unhindered. The cylinder pressure drops rapidly to ambient pressure; after a short time the outflow process takes in fresh air, which starts the cycle again.

Mit dem beschriebenen Verfahren (es wurden Versuche bei einer Motordrehzahl von 2200 U/min und einem Bremsklappenbohrungsquerschnitt von 4 cm gefahren) läßt sich bei einem mittleren Abgasgegendruck von 3,3 bar (absolut) eine Bremsleistung von etwa 300 kW erzielen.With the described method (tests were carried out at an engine speed of 2200 rpm and a brake flap bore cross section of 4 cm), a braking power of about 300 kW can be achieved at an average exhaust gas back pressure of 3.3 bar (absolute).

Claims (2)

  1. A method for increasing the engine braking performance in four-stroke reciprocating internal combustion engines, wherein, during brake operation, air is sucked in through the inlet valve during the first and the third stroke, and during the second and the fourth stroke the air is compressed and expelled through the temporarily opened outlet valve against a throttle flap which is in the exhaust pipe, the outlet valve being controlled in two-stroke manner in such a way that the outlet valve is briefly opened at the end of a compression stroke and at the beginning of a suction stroke, characterised in that the outlet valve is also opened for a short time at the beginning of the compression stroke.
  2. A method according to Claim 1, characterised in that the outlet valve is opened at the beginning of the compression stroke from bottom dead centre (UT) through to a crank angle (KW) of approximately 80° after bottom dead centre, and is opened at the end of the compression stroke approximately 30° before top dead centre (OT) through to a crank angle of 30° after top dead centre.
EP89123776A 1989-01-12 1989-12-22 Method for increasing the brake power of a four-stroke alternating piston-type internal-combustion engine Expired - Lifetime EP0379720B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3900739 1989-01-12
DE3900739A DE3900739A1 (en) 1989-01-12 1989-01-12 METHOD FOR INCREASING ENGINE BRAKING PERFORMANCE IN FOUR-STROKE PISTON PISTON COMBUSTION ENGINES

Publications (2)

Publication Number Publication Date
EP0379720A1 EP0379720A1 (en) 1990-08-01
EP0379720B1 true EP0379720B1 (en) 1993-02-24

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ID=6371954

Family Applications (1)

Application Number Title Priority Date Filing Date
EP89123776A Expired - Lifetime EP0379720B1 (en) 1989-01-12 1989-12-22 Method for increasing the brake power of a four-stroke alternating piston-type internal-combustion engine

Country Status (6)

Country Link
US (1) US4981119A (en)
EP (1) EP0379720B1 (en)
JP (1) JP2798461B2 (en)
DE (2) DE3900739A1 (en)
RU (1) RU1797672C (en)
ZA (1) ZA90189B (en)

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Also Published As

Publication number Publication date
DE3900739C2 (en) 1991-03-14
ZA90189B (en) 1990-10-31
DE3900739A1 (en) 1990-07-19
EP0379720A1 (en) 1990-08-01
JPH02227509A (en) 1990-09-10
JP2798461B2 (en) 1998-09-17
RU1797672C (en) 1993-02-23
US4981119A (en) 1991-01-01
DE58903612D1 (en) 1993-04-01

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