WO2019201162A1 - 一种复合式发动机制动方法和涡轮增压控制装置 - Google Patents

一种复合式发动机制动方法和涡轮增压控制装置 Download PDF

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Publication number
WO2019201162A1
WO2019201162A1 PCT/CN2019/082397 CN2019082397W WO2019201162A1 WO 2019201162 A1 WO2019201162 A1 WO 2019201162A1 CN 2019082397 W CN2019082397 W CN 2019082397W WO 2019201162 A1 WO2019201162 A1 WO 2019201162A1
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WO
WIPO (PCT)
Prior art keywords
air
exhaust
engine
turbine
turbocharger
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.)
Ceased
Application number
PCT/CN2019/082397
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English (en)
French (fr)
Inventor
杨洲
奚勇
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.)
Shanghai Ennova Valvetrain Corp
Original Assignee
Shanghai Ennova Valvetrain Corp
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
Priority claimed from CN201820559905.6U external-priority patent/CN208168971U/zh
Priority claimed from CN201810353337.9A external-priority patent/CN108730023B/zh
Priority claimed from CN201810791269.4A external-priority patent/CN110735724B/zh
Priority claimed from CN201810935370.2A external-priority patent/CN110836141B/zh
Application filed by Shanghai Ennova Valvetrain Corp filed Critical Shanghai Ennova Valvetrain Corp
Priority to EP19788124.6A priority Critical patent/EP3783207A4/en
Priority to US17/046,802 priority patent/US20210180527A1/en
Publication of WO2019201162A1 publication Critical patent/WO2019201162A1/zh
Anticipated expiration legal-status Critical
Ceased 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
    • 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
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/22—Control of additional air supply only, e.g. using by-passes or variable air pump drives
    • 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
    • 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
    • F02B37/20—Control of the pumps by increasing exhaust energy, e.g. using combustion chamber by after-burning
    • 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
    • F02B37/22—Control of the pumps by varying cross-section of exhaust passages or air passages, e.g. by throttling turbine inlets or outlets or by varying effective number of guide conduits
    • 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
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/04—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning exhaust conduits
    • F02D9/06—Exhaust brakes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/06—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
    • F01L13/065—Compression release engine retarders of the "Jacobs Manufacturing" type
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to the field of machinery, and more particularly to the field of engines, and more particularly to a composite engine braking method and a turbocharger control device.
  • a turbocharger commonly used in diesel engines uses a gas discharged from an engine to drive a turbocharger turbine, and a turbine drives a compressor coaxially connected thereto to air Press into the intake manifold and cylinder.
  • the turbocharger can control exhaust gas flow and pressure through a wastegate or variable scroll.
  • an exhaust back pressure device such as an exhaust butterfly valve, which can partially or completely seal the entire exhaust runner (exhaust pipe), reduce or cut off the exhaust gas flow, and increase the exhaust pressure of the engine.
  • Engine exhaust gas flow or air pressure control has a wide range of applications.
  • exhaust gas recirculation EGR
  • EGR exhaust gas recirculation
  • the realization of exhaust gas recirculation requires that the exhaust pressure be higher than the intake air pressure or cylinder pressure, and control of the engine exhaust air flow or air pressure is required. Increasing the exhaust pressure during engine braking will help increase braking power and reduce braking load.
  • Engine braking is also widely used.
  • the main difference between the existing engine braking operation and the conventional ignition operation is that the engine is not injected or burned during braking, and the engine that generates power is temporarily converted into an air compressor that absorbs energy.
  • the engine brake opens the exhaust valve again during the compression stroke of the engine piston, allowing the compressed gas (air during braking) to be released.
  • the energy absorbed by the compressed gas of the engine during the compression stroke cannot be returned to the piston of the engine in the subsequent expansion (work) stroke, but is released through the exhaust and heat dissipation system of the engine.
  • the end result is effective engine braking that slows down the speed of the vehicle.
  • the power and load of the engine brake increase with the increase of the speed.
  • the engine In actual use, the engine mostly runs at medium and low speeds. How to improve the medium and low speed engine system without increasing the brake load (no overload) Dynamic power is a priority.
  • the traditional approach is joint braking, adding exhaust back pressure brake (cylinder brake) based on compression release, such as increasing the exhaust butterfly valve to increase the engine exhaust pressure.
  • cylinder brake exhaust back pressure brake
  • Combined braking can improve the braking power of medium and low speed, reduce the braking load and eliminate the braking noise.
  • back pressure control devices such as exhaust butterfly valves
  • the back pressure control device installed on the exhaust tail pipe downstream of the turbine greatly reduces or even completely shuts off the exhaust gas flow, resulting in the turbocharger not working, reducing or even eliminating the intake pressure and air flow and the corresponding cooling effect, so that the exhaust temperature Increased, causing some parts of the engine, such as the injector to overheat.
  • U.S. Patent 4,395,884 discloses the use of a diverter valve upstream of a turbocharger turbine to combine the exhaust gas streams entering the two turbine inlet passages into a turbine inlet passage, changing the direction of the exhaust gas flow and Speed, increase turbine speed, increase intake and exhaust pressure and engine braking power.
  • the mechanism of the diverter valve is complicated, bulky, and difficult to control, and cannot be a product.
  • an object of the present invention is to provide a composite engine braking method and a turbocharger control device for solving the complicated mechanism, high cost and large volume of the engine back pressure control device in the prior art.
  • the control is difficult, and the back pressure control device causes the turbocharger to not work, the engine is at a high speed, the exhaust temperature is too high, and the tip of the fuel nozzle is easily overheated.
  • the present invention provides a hybrid engine braking method for an engine with a turbocharger, characterized in that an engine brake is provided for the engine, and the engine brakes the engine cylinder
  • the upper exhaust valve is opened to release the compressed gas in the engine cylinder during the engine compression stroke into the exhaust manifold; an air injection mechanism is added to the engine, and the exhaust flow of the engine is changed by the air injection mechanism to control the turbocharger
  • the operation of the apparatus adjusts the intake pressure and the exhaust pressure of the engine, and the method of the composite engine brake includes the following steps:
  • an exhaust flow passage is disposed between the exhaust manifold of the engine and the turbine blade of the turbocharger turbine, and the air injection mechanism is activated according to the step e), and the air is injected into the exhaust runner .
  • the air is sprayed in a planar shape by an air jet mechanism to form an air door that covers part or all of the exhaust runner.
  • the turbocharger includes two exhaust inlets, the exhaust manifold includes two outlets, and the exhaust inlets of the turbochargers each communicate with an outlet of an exhaust manifold to form two A separate exhaust runner, in accordance with step e), activates the air injection mechanism to inject air into only one of the exhaust runners.
  • the turbine housing of the turbocharger is provided with an air inlet hole, and according to the step e), an air injection mechanism is activated, through which the air is sprayed onto the turbine blades in the turbine.
  • the compressor housing of the turbocharger is provided with a gas injection hole, and an air injection mechanism is activated according to the step e), and air is injected through the gas injection hole to the compression impeller in the compressor.
  • an exhaust flow passage is disposed between the exhaust manifold of the engine and the turbine blade of the turbocharger, and a guide door is disposed in the exhaust flow passage, and the air injection mechanism is activated according to the step e) Compressing air is injected to the guide door to drive the guide door to move within the exhaust runner.
  • the guide door is located in an inlet passage of a turbine of a turbocharger, and a hinge of the guide door is disposed at a junction of an outlet of the exhaust manifold and an inlet of a turbine of the turbocharger, and the guide door can surround the The hinge rotates within the inlet passage of the turbine.
  • the guide door is in the initial position without rotation, the inner side of the guide door faces the inner wall of the exhaust runner, and the compressed air is sprayed on the inner side of the guide door.
  • the position at which the air injection mechanism injects compressed air toward the inner side of the guide door in the exhaust runner is at the junction of the outlet of the exhaust manifold and the inlet of the turbine of the turbocharger.
  • the turbine of the turbocharger has two inlet passages, and each of the inlet passages of the turbine is provided with a guide door.
  • the two guide doors in the two inlet passages of the turbine can be independently rotated independently or rotated together.
  • the air injection mechanism comprises a power source and a control valve
  • the power source comprises an air compressor or a gas storage tank
  • the air compressor or the air tank generates the compressed air
  • the control valve controls the compression Air injection time and flow.
  • the present invention also provides a turbocharger control device disposed on an engine with a turbocharger, wherein the turbocharger control device includes an air injection mechanism, and the air injection mechanism includes a power source a control valve, an air outlet pipe or a nozzle, the power source comprising an air compressor or a gas storage tank, the control valve controlling an injection time and a flow rate of the air, the air injection mechanism passing through an air outlet pipe or a nozzle to the engine
  • the turbine blades or compressor wheels of the turbocharger are injected into the exhaust runner to control the operation of the turbocharger.
  • the nozzle comprises a showerhead having a flat shape
  • the showerhead having a flat shape comprises more than one number of circular holes or flat grooves, and the circular holes or flat grooves are arranged on one or more layers. on.
  • the number and size of said circular or flat grooves are determined by the flow rate, velocity and distance of the injected fluid.
  • the guide door is rotatably disposed in the exhaust runner, and when the guide door is in the initial position without rotation, the inner side of the guide door faces the inner wall of the exhaust runner,
  • the air injection mechanism injects air from the outside of the exhaust runner to the inner side of the guide door located in the exhaust runner, drives the guide door to rotate, and changes the exhaust gas flow in the exhaust runner.
  • the inner side surface of the guiding door may have different shapes, including a plane, a folded surface, a concave surface, a combined surface or other curved surface.
  • the exhaust runner comprises an inlet passage of a turbine of a turbocharger
  • the guide gate is located in an inlet passage of the turbine
  • a hinge of the guide door is disposed at an outlet of the exhaust manifold and a turbocharger
  • the guide door rotates about the hinge in the inlet passage of the turbine.
  • the air injection mechanism comprises a gas supply plate disposed between an outlet of the exhaust manifold and an inlet passage of a turbine of the turbocharger, the air supply plate is provided with a hinge groove, and the hinge of the guide door is disposed at Inside the hinge slot.
  • the air outlet or nozzle of the air injection mechanism is located at the junction of the outlet of the exhaust manifold and the inlet of the turbine of the turbocharger.
  • the turbine of the turbocharger has two inlet passages, and each of the inlet passages of the turbine is provided with a guide door.
  • the two guide doors in the two inlet passages of the turbine can be independently rotated independently or rotated together.
  • FIG. 1 is a schematic overall structural view of a turbocharger control device and an engine system (single cylinder) of the present invention
  • FIG. 2 is a schematic diagram of a control flow of the hybrid engine braking method of the present invention
  • FIG. 3 is a schematic view of an engine exhaust system of the composite engine braking method of the present invention
  • FIG. 4 is another schematic view of an engine exhaust system of the hybrid engine braking method of the present invention.
  • Figure 5 is a schematic illustration of a conventional four-stroke engine (single cylinder) with an exhaust butterfly valve system.
  • Figure 6 is a schematic view showing the overall structure of the turbocharger control device and the engine system (six cylinders) of the present invention.
  • Figure 7 is a schematic view showing the first injection mode of the air injection mechanism of the turbocharger control device of the present invention.
  • Figure 8 is a schematic view showing the second injection mode of the air injection mechanism of the turbocharger control device of the present invention.
  • Figure 9 is a schematic view showing the third injection mode of the air injection mechanism of the turbocharger control device of the present invention.
  • Figure 10 is a fourth schematic view of the fourth injection mode of the air injection mechanism of the turbocharger control device of the present invention.
  • Figure 11 is a fifth schematic view of the injection mode of the air injection mechanism of the turbocharger control device of the present invention.
  • Figure 12 is a partial cross-sectional view of the turbocharger control device of the present invention, illustrating the beginning of the guide door at no rotation
  • Figure 13 is a partial cross-sectional view of the turbocharger control device of the present invention, illustrating the drive door after being rotated (driven
  • Figure 14 is a schematic view showing the position of a turbine inlet passage and a guide door of the turbocharger control device of the present invention.
  • Figure 15 is a schematic illustration of a gas supply plate of a turbocharger control device of the present invention.
  • FIG. 1 is a schematic view showing the overall configuration of a turbocharger control device and an engine system (single cylinder) of the present invention.
  • a typical engine has multiple cylinders.
  • the engine on a commercial vehicle is an inline six-cylinder diesel engine.
  • FIG. 1 shows only one cylinder 35 in the engine 30 for the sake of brevity.
  • the piston 33 performs a cyclical movement up and down in the cylinder 35.
  • Each of the four-stroke engines 30 includes an intake stroke, a compression stroke, an expansion (or work) stroke, and an exhaust stroke.
  • the piston 33 moves from the top dead center to the intake bottom dead center in the cylinder 35 (i.e., the piston 33 moves downward in FIG. 1), the intake valve 200 of the engine is opened, and air is introduced into the cylinder 35 of the engine.
  • the piston 33 moves from the bottom dead center to the compression top dead center (ie, the piston 33 moves upward in FIG. 1, that is, the direction of the arrow in the figure), and the intake valve 200 and the exhaust valve 300 of the engine are both In the closed state, the air in the cylinder 35 is compressed.
  • the compound engine brake system shown in FIG. 1 is used in an engine 30 with a turbocharger 210 in which an intake valve 200 of a cylinder 35 passes through a total intake pipe 14 and a compressor of a turbocharger 210.
  • the outlet of 218 is connected, and the cylinder 35 is further provided with an exhaust valve 300 connected to the exhaust manifold 22, and the engine is provided with an engine brake 100 for opening the exhaust valve of the engine near the compression top dead center of the engine.
  • the system of the compound engine brake includes an air boosting mechanism (also called an air injection mechanism) 40, and the air boosting mechanism 40 includes The air compressor 41 or the air tank, the control valve 45, and the air outlet pipe 47, the end surface of the air outlet pipe 47 may be provided with a nozzle 48 (or a joint) for jetting into the turbocharger 210 to control the operating speed of the turbocharger.
  • This embodiment does not require any metal valve body or physical obstacle to be disposed in the exhaust tail pipe 240 or the turbocharger 210 of the engine, but controls the operating speed of the turbocharger 210 through the air boosting mechanism 40 to adjust the engine.
  • Intake pressure and exhaust pressure improve engine braking performance. It will be apparent that the air boosting mechanism 40 of the present invention not only does not affect but also improves the operation of the turbocharger 20, increases the intake pressure and airflow, and the consequent cooling effect, without increasing the exhaust temperature and the injector. temperature.
  • the turbocharger 210 includes a turbine 228 and a compressor 218 connected by a shaft 222, each of which The exhaust manifolds 22 to which the cylinders 35 are connected are all connected to an exhaust runner (exhaust pipe) 24 that extends all the way to turbine blades within the turbine 228.
  • the gas discharged from the cylinder 35 (air during braking) merges from the exhaust manifold 22 into the exhaust runner 24, drives the turbine 228, and drives the compressor 218 coaxial with the 222 to rotate, compressing the intake air from the engine.
  • the inlet air 140 increases the intake pressure within the total intake manifold 14.
  • the total intake manifold 14 is divided by the intake splitter node 13 into a plurality of required intake manifolds 12, each of which is coupled to an intake valve 200 of the cylinders 35. Since the temperature of the compressed air is increased, the efficiency of the engine is lowered, so that the compressed air enters the cylinder 35 of the engine, is cooled by the intercooler 120, and then separated by the intake shunt node 13 through the intake manifold 12 and into The valve 200 enters the cylinder 35.
  • existing engines are typically equipped with four valves, two intake valves, two exhaust valves per cylinder, and the single intake valve 200 and single exhaust valve 300 shown in Figure 1 are merely illustrative.
  • the invention realizes the adjustment of the intake pressure in the total intake pipe 14 by controlling the running speed of the turbocharger, and also indirectly realizes the adjustment of the exhaust pressure of the engine; and in order to improve the performance of the engine brake, the setting is The air boosting mechanism described above.
  • an engine brake 100 is symbolically disposed above the exhaust valve 300 for opening the exhaust valve 300 of the engine near the compression top dead center of the engine 30 and being compressed within the cylinder 35 during the engine compression stroke.
  • the gas is released into the exhaust manifold 22 where an exhaust gas stream is formed into the exhaust runner 24 at the junction 23 of the exhaust manifold.
  • the engine brake 100 in this embodiment may be a compression release type, a deflation type, or other form of engine brake.
  • the exhaust runner 24 in this embodiment passes through the joint 25 (the joint 25 may also be the inlet 211 of the turbine 228, see Figs. 3 and 4 below) leading to the turbine blades.
  • the exhaust gas stream exits the exhaust tailpipe 240 after driving the turbine blades.
  • the outer diameter of the turbine blades of the turbine 228 in this embodiment is different along the axial direction.
  • An embodiment of an air boosting mechanism 40 of Fig. 1 utilizes an air boosting mechanism 40 to inject air into the exhaust runner 24 downstream of the exhaust manifold 22 (in this embodiment, the exhaust runner 24 extends into Between the turbine blades inside the turbine 228, the exhaust gas flow entering the turbine 228 and the operating speed of the turbocharger 2100 are controlled by the injected air, and the exhaust pressure, intake pressure, and intake air flow of the engine are adjusted to optimize the engine. Braking performance.
  • the air pressurizing mechanism 40 includes an air compressor 41, an air guiding pipe 43 and an air outlet pipe 47, a control valve 45 is disposed between the air guiding pipe 43 and the air outlet pipe 47, and a nozzle 48 or a joint may be provided at the end of the air outlet pipe (the joint may be There are nozzles).
  • the air compressor 41 compresses the air 400, and the compressed air is led to the nozzle 48 by the air duct 43, the control valve 45, and the air outlet 47.
  • compressed air can also come from a gas storage tank (the gas tank is usually installed on the vehicle).
  • the present embodiment can control the injection time and flow rate of the air through the control valve 45 in accordance with the available amount of the vehicle-mounted compressed air, the demand of the brake power, and the limitation of the brake load.
  • the air boosting mechanism 40 may also provide a one-way valve on the air outlet pipe to allow compressed air to be ejected from the air boosting mechanism, but to prevent airflow into the air charging mechanism.
  • the vehicle-mounted compressed air is mainly used to control or operate the brakes, it can be used to perform air-charged braking for the engine brakes, which needs to be determined according to the operating conditions of the vehicle.
  • it is possible to effectively utilize on-board compressed air by designing a control program.
  • FIG. 2 is a schematic diagram of a control flow of the method of the composite engine brake of the present invention.
  • the method of composite engine braking of the present embodiment can be implemented by the above system of composite engine braking; the following steps can be included:
  • the present invention determines whether it is necessary to activate the air boosting mechanism during engine braking to perform a compound engine brake, activate an engine brake and the air boosting mechanism, and control the turbo boost by an air boosting mechanism.
  • the operating speed of the press adjusts the intake pressure and exhaust pressure of the engine to improve the braking performance of the engine.
  • the specific control process is as follows: as shown in Figure 2, the initial assumption is that the engine is running at a certain speed. If engine braking is not required or the engine braking conditions are not met (for example, the engine speed is not high enough, the clutch is not geared, etc.)
  • the engine's control unit (ECU) performs non-braking (eg, ignition) operational control, ie steps a)-b) above. Conversely, if engine braking is required and engine braking conditions are met, then it is necessary to determine if air boost is required, ie, step c) above. If air boost is not required (eg brake speed is too high, brake load is too high, etc.), only the engine brake is turned on, ie step d) above.
  • the engine 30 illustrated in Figure 3 is an in-line four-cylinder machine identified as C1, C2, C3 and C4, respectively.
  • the gas released from the cylinder 35 to the exhaust manifold 22 at the time of engine braking at each cylinder forms an exhaust gas flow at the junction 23 into the exhaust runner 24 and at the joint 25 where the exhaust runner 24 is connected to the turbine 228. Enter the inlet 211 of the turbine. Therefore, there is only one exhaust runner 24 and one turbine inlet 211.
  • the nozzle 48 of the air boosting mechanism is disposed at a junction 25 of the exhaust runner 24 and the inlet of the turbine, and the compressed air is injected into the exhaust runner 24 near the inlet 211 of the turbine.
  • air is injected into the exhaust runner by an air boosting mechanism to change the airflow between the turbine blades of the turbine in the turbocharger to change the rotational speed of the turbine blades.
  • the direction in which the air boosting mechanism injects compressed air into the exhaust runner may be: perpendicular to the flow of exhaust gas within the exhaust runner 24; or may be at an acute angle to the direction of the exhaust stream within the exhaust runner 24 (ie, along the direction) 3 is injected downward into the turbine 228), which is more advantageous for increasing the flow of air between the turbine blades of the turbine in the turbocharger, increasing the speed of the turbine blades; or with the exhaust gas flow within the exhaust runners 24
  • the direction is obtuse (i.e., sprayed upward into the exhaust runner 24 along Figure 3).
  • the engine 30 illustrated in Figure 4 is an in-line six-cylinder machine identified as C1, C2, C3, C4, C5 and C6, respectively.
  • One set of three cylinders (such as the first three cylinders C1, C2 and C3 or the last three cylinders C4, C5 and C6), one set of cylinders shares one of the above-mentioned exhaust runners 24, and is released from the cylinder 35 to the row when the engine is braked.
  • the gas of the gas manifold 22 forms an exhaust gas stream at the junction 23 into the exhaust gas flow passage 24 and enters the inlet 211 or 212 of the turbine at the joint 25 where the exhaust gas flow passage 24 is connected to the turbine 228.
  • the nozzle of the air boosting mechanism is disposed at a junction 25 of the outlet of the exhaust runner 24 and the inlet of the turbine, selectively injecting compressed air into one of the two exhaust runners 24 near the inlet of the turbine, but It is also possible to simultaneously jet air into the two exhaust runners 24.
  • air boosting mechanism When the air boosting mechanism is activated, air is injected into the exhaust runner by an air boosting mechanism to change the airflow between the turbine blades of the turbine in the turbocharger to change the rotational speed of the turbine blades.
  • the direction in which the air boosting mechanism injects compressed air into the exhaust runner may be perpendicular to the flow of exhaust gas within the exhaust runner 24 or at an acute angle to the direction of the exhaust stream within the exhaust runner 24 (ie, along the direction) 4 is sprayed downward into turbine 228) or at an obtuse angle to the direction of exhaust flow within exhaust runner 24 (i.e., upwardly into exhaust passage 24 as shown in FIG. 4).
  • the air charging mechanism injecting compressed air into the exhaust runner includes another manner of providing an intake hole in the turbine casing of the turbocharger 210, the end of the outlet pipe and the intake port. Connected.
  • the air boosting mechanism when the air pressure boosting mechanism is activated, the air boosting mechanism is used to inject air into the turbine blades in the turbine through the intake holes to increase the rotational speed of the turbine.
  • the compressed air is directly injected from the intake hole on the turbine casing to the turbine blade through the above-mentioned control valve and the above air guiding pipe, and the turbine blade and compression are increased.
  • the speed of the machine increases the intake air volume and intake air pressure, thereby increasing the braking power generated by the engine brake.
  • the air charging mechanism injecting compressed air into the exhaust runner includes another manner of providing a gas injection hole in the compressor casing of the turbocharger, and the end of the gas outlet pipe is in communication with the gas injection hole; Air is injected through the gas injection hole into the compression impeller in the compressor by an air pressurizing mechanism.
  • the vehicle air compressor or the air tank is used to directly inject compressed air from the air injection hole on the compressor casing through the control valve and the air outlet pipe.
  • the compression impeller increases the rotational speed of the compression impeller, increases the intake air volume and the intake air pressure, thereby increasing the braking power generated by the engine brake.
  • FIG. 5 is a schematic illustration of a conventional four-stroke engine 30 with an exhaust butterfly valve system 128.
  • a typical engine has multiple cylinders.
  • the engine on a commercial vehicle is an inline six-cylinder diesel engine (see Figure 6).
  • FIG. 5 shows only one cylinder 35 of the engine 30 for the sake of brevity.
  • the piston 33 of the engine 30 is periodically moved back and forth in the cylinder 35.
  • Each of the motion cycles of the four-stroke engine 30 includes an intake stroke, a compression stroke, an expansion (or work) stroke, and an exhaust stroke.
  • the engine piston 33 of FIG. 5 moves from top dead center to bottom dead center within the cylinder 35, and the intake valve 200 of the engine opens to introduce air into the cylinder 35 of the engine.
  • the piston 33 moves from the bottom dead center to the compression top dead center, the intake valve 200 and the exhaust valve 300 of the engine are both closed, the air in the cylinder 35 is compressed, and the piston 33 is compressed.
  • fuel such as diesel
  • fuel is injected into the cylinder to mix with the compressed air, compression ignition and continue to burn during the next expansion (or work) stroke, generating gas expansion, and stopping the piston 33 from compression.
  • the exhaust stroke of the engine the piston 33 moves from the expansion bottom dead center to the exhaust top dead center, the engine exhaust valve 300 opens, and the burned gas is discharged from the cylinder 35 to the exhaust manifold 22.
  • the main difference between engine braking operation and ignition operation is that it does not inject or burn when braking, and temporarily converts the engine that generates power into an air compressor that absorbs energy.
  • the simplest engine brake is the out-of-cylinder brake, which is the use of the engine's pressure control mechanism, such as the butterfly valve system 128, to close the exhaust pipe of the engine, cut off the exhaust gas flow, so that the exhaust back pressure is increased, the engine is exhausting The resistance of the upward movement of the piston 33 during the stroke increases, resulting in engine braking.
  • the closing of the butterfly valve is produced by compressed air.
  • the air 400 is compressed and boosted by the air compressor 141, and then supplied to the cylinder 148 that drives the butterfly valve through the air ducts 143 and 147 and the control valve 145.
  • the advantage of out-of-cylinder braking (such as butterfly valve braking) is that it is simple and easy, but the disadvantages are poor braking performance, high exhaust temperature, and excessive volume of the exhaust butterfly valve.
  • a more complicated and effective engine brake is in-cylinder braking.
  • the exhaust valve is opened again at the end of the compression stroke of the engine piston, allowing the compressed gas (air during braking) to be released.
  • the energy absorbed by the compressed gas of the engine during the compression stroke cannot be returned to the piston of the engine in the subsequent expansion stroke, but is released through the exhaust and heat dissipation system of the engine.
  • the end result is effective engine braking that slows down the speed of the vehicle.
  • the advantage of in-cylinder braking (such as compression release type braking) is that the braking performance is better, but its structure and implementation are more complicated, the braking load is higher, and the noise is very large.
  • the best engine braking is the so-called combined braking, which means that both in-cylinder and out-of-cylinder braking are used.
  • the combined brake has improved braking performance, reduced brake load and no noise.
  • the exhaust gas temperature is further increased, causing some components of the engine, such as the injector, to overheat.
  • An effective way to solve the above-mentioned overheating problem is to use a variable exhaust back pressure control device, but the additional problems caused by this are increased cost, increased space, and complicated control.
  • Fig. 6 is a schematic view showing the overall configuration of a turbocharger control device and an engine system (six cylinders) of the present invention. Shown is an inline six-cylinder engine 100 that does not require the exhaust butterfly valve system of Figure 5, with the addition of a fluid (air) injection mechanism 40, including nozzles 48.
  • the nozzle 48 injects fluid (air) into the exhaust runner (exhaust pipe) 24 downstream of the engine exhaust manifold 22, which forms a barrier (“airgate”) within the exhaust runner 24.
  • the engine exhaust gas flow 240 is blocked or retarded, increasing engine exhaust pressure upstream of the barrier (including within the exhaust manifold 22).
  • the injection fluid is produced by a power source 41, which may be a pump or a compressor for generating a fluid with a predetermined pressure for injection, depending on the fluid 400 (which may be a liquid or a gas).
  • the fluid having the predetermined pressure is led to the nozzle 48 by the draft tubes 43 and 47, and the injection time and flow rate are controlled by the control valve 45.
  • the spray fluid includes water and air.
  • the first injection mode of the air injection mechanism of the turbocharger control device of the present embodiment can be further illustrated by FIG.
  • the nozzle 48 of the air injection mechanism 40 illustrated in Fig. 7 has a flat nozzle 49 located on the side of the periphery of the exhaust runner 24 (the right side in Fig. 7).
  • the flat spray head 49 contains single or multiple round holes or flat grooves. The number and size of the round holes or flat grooves are determined by the flow rate, speed and distance of the sprayed fluid, and the arrangement of the round holes or flat grooves on the spray head can be a single row. (layer) or multiple rows (layer).
  • the injected fluid is in the shape of a plane 410 or 420 forming a fluid curtain ("air door") covering a cross section of the entire exhaust runner 24 (which may also cover a portion of the cross section of the exhaust runner 24), changing Engine exhaust airflow 240.
  • One of the injection modes is that the flow direction 410 of the injection fluid is substantially perpendicular (crossing) with the flow direction 240 of the exhaust gas flow in the exhaust flow passage 24; the other injection mode is the flow direction 420 and exhaust of the injected fluid.
  • the angle of the flow direction 240 of the exhaust gas flow in the flow passage 24 is an obtuse angle (countercurrent).
  • the second injection mode of the air injection mechanism of the turbocharger control device of the present embodiment can be further illustrated by FIG.
  • the nozzle 48 of the air injection mechanism 40 illustrated in Fig. 8 has a truncated cone 49 on the side of the periphery of the exhaust runner 24 (the right side in Fig. 8).
  • the cylindrical spray head 49 contains a single or a plurality of circular holes, the number and size of which are determined by the flow rate, velocity and distance of the injected fluid.
  • the injected fluid is in the shape of a cone 430 that covers the entire cross section of the exhaust runner 24 (which may also cover a portion of the cross section of the exhaust runner 24), changing the engine exhaust stream 240.
  • the angle between the flow direction 430 of the injected fluid and the flow direction 240 of the exhaust gas flow within the exhaust runner 24 is an obtuse angle (countercurrent).
  • the third injection mode of the air injection mechanism of the turbocharger control device of the present embodiment can be further explained by FIG.
  • the nozzle 48 of the air injection mechanism 40 illustrated in Figure 9 has an annular spray head 49 located throughout (360) the periphery of the exhaust runner 24.
  • the annular nozzle 49 has a single or a plurality of circular holes or flat grooves. The number and size of the circular holes or flat grooves are determined by the flow rate, velocity and distance of the sprayed fluid, and the arrangement of the round holes or the flat grooves on the spray head can be single. Single or multiple layers.
  • the injected fluid is in the shape of a cone 440 that changes the engine exhaust stream 240.
  • the angle between the flow direction 440 of the injected fluid and the flow direction 240 of the exhaust gas flow within the exhaust runner 24 is an obtuse angle (countercurrent).
  • the fourth injection mode of the air injection mechanism of the turbocharger control device of the present embodiment can be further explained by FIG.
  • the flat spray head 49 of the nozzle 48 of the air injection mechanism 40 illustrated in Fig. 10 is located on both sides of the exhaust flow passage 24, and injects air 400 into the exhaust flow passage 24 to form a roof-type barrier 450 for changing the exhaust flow. Exhaust gas flow 240 within channel 24.
  • the fifth injection mode of the air injection mechanism of the turbocharger control device of the present embodiment can be further explained by FIG.
  • the nozzle 49 of the nozzle 48 of the air injection mechanism 40 illustrated in Fig. 11 is located on one side (the right side in Fig. 11) of the exhaust inlet 241 of the turbocharger 20.
  • the turbocharger 210 herein has two exhaust inlets 241 and 242 that communicate with the two outlets of the engine exhaust manifold to form two separate exhaust runners.
  • the nozzle 48 of the air injection mechanism 40 injects fluid 400 into one of the two separate exhaust runners and forms a barrier 460 that changes into a single exhaust runner and communicates with it.
  • the invention does not require any metal valve body or physical obstacle to be disposed in the exhaust runner of the engine, but a fluid (air) injected by the fluid (air) injection mechanism to form a fluid (air) barrier in the exhaust runner, obstructing or
  • the exhaust gas flow in the exhaust flow passage is slowed down, the engine exhaust pressure upstream of the barrier is increased, the exhaust gas recirculation of the engine is improved, the engine emissions are reduced, and the braking power of the engine is increased.
  • the guide door 60 is rotatably disposed within the exhaust runner 24 (note that the inlet passage 28 of the turbine 228 is part of the exhaust runner).
  • the inner side 61 of the guide door 60 faces the inner wall 26 of the exhaust runner.
  • the rotation of the guide door 60 as illustrated herein is obtained by the hinge 62.
  • a guide door hinge 62 is disposed within the hinge groove 76 of the air supply plate 74 (see Figure 14). The two guide doors 60 in the two inlet passages 28 of the turbine can be rotated independently of each other or rotated together (Fig. 13).
  • the increased engine exhaust pressure system of the present invention further includes an air injection mechanism 40 including an air compressor 41, an air guiding pipe 43 and an air outlet pipe 47, and a control valve 45 is disposed between the air guiding pipe 43 and the air outlet pipe 47, at the air outlet pipe
  • the end portion may be provided with a nozzle 48 or a joint 53 (the nozzle may also be mounted in the joint), and the outlet pipe 47 is fastened to the joint 53 by a nut 51.
  • the air compressor 41 compresses the air 400, and the compressed air is led to the nozzle 48 by the air duct 43, the control valve 45, and the air outlet 47.
  • compressed air can also come from a gas storage tank (the gas tank is usually installed on the vehicle).
  • the present invention can control the injection time and flow rate of the air through the control valve 45 in accordance with the available amount of the vehicle-mounted compressed air, the demand for the braking power, and the limitation of the braking load.
  • the air injection mechanism 40 may also include a one-way valve mechanism that allows compressed air to be ejected from the air injection mechanism but prevents exhaust gas flow within the exhaust flow passage 24 from entering the air injection mechanism.
  • the working process of the present invention is as follows.
  • the control valve 45 is opened, and the air outlet pipe 47 passes from the exhaust gas passage, through the air supply joint 53, the air supply hole/groove 72 on the gasket 71, and the air supply hole on the air supply plate 74.
  • the air supply holes/slots 79 on the grooves 75 and the spacers 2 are injected into the inner side surface 61 of the guide door 60 located in the exhaust flow path (see FIG.
  • the present invention can adjust the injection time and flow rate of the compressed air through the control valve 45 according to different engine operating conditions (such as the rotational speed), control the rotation angle of the guide door 60 and the overflow area 27 of the exhaust flow passage 24, and realize the turbine speed and the engine. Adjustment of intake and exhaust pressure to improve engine braking performance. It will be apparent that the present invention not only does not affect but also improves the operation of the turbocharger 210, reduces turbine delay, increases intake pressure and airflow, and consequent cooling effects without increasing exhaust temperature and injector temperature. .
  • the thickness of the guide door 60 may be small, such as 0.5 to 1.5 mm, preferably 1.0 mm. In this way, the entire guide door is not only lightweight, but also takes up little space and can be easily placed upstream of the turbine.
  • the invention of the present embodiment has the following advantageous effects: instead of the piston cylinder mechanism, the guide door is driven by the air injection mechanism, the direction and flow rate of the exhaust gas flow are changed, the operating speed of the turbocharger is increased, and the engine is increased. Exhaust pressure.
  • the apparatus and method of the present invention can be used with different engines, including overhead cam engines and putter engines; can be used with single valve engines, as well as multi-valve engines with more than two valves;
  • the engine's braking operation can also be used for engine ignition operations, such as reducing turbine delay and increasing exhaust gas recirculation.
  • the composition, shape, installation, and regulation of the air jet mechanism herein may vary.
  • the shape of the nozzle at the end of the outlet pipe may be a flat shape, a truncated cone shape, a circular hole, a ring shape, or the like.
  • nozzles or joints at the end of the outlet pipe can be placed in different positions in different ways.
  • the manner, time, flow rate, and direction of the air injection mechanism may be adjusted based on engine operation requirements such as braking power requirements, braking load limits, and source of compressed air.
  • cross section of the exhaust runner here may have other shapes in addition to a square shape or a circular shape.
  • an air boost (injection) mechanism can inject air into one or more orientations.
  • the inner side of the guide door may take a different shape, in addition to the plane, it may be a fold (a combination of two or more planes), a concave surface, a combined surface or other curved surface.
  • the installation position and manner of the guide door can also be different.
  • the air injection mechanism of the present invention can also be used as a fluid ejection mechanism, and the fluid to be ejected can be a different substance, and besides water and air, it can be urea, nitrogen, argon or the like.

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Abstract

一种涡轮增压控制装置，包括一个空气喷射机构（40），通过空气喷射机构（40）向发动机（30）内喷射空气，控制涡轮增压器（210）的运转，调节发动机的气流和压力。还公开了一种复合式发动机制动方法，利用涡轮增压控制装置与发动机制动装置联合使用，形成高性能的复合式发动机制动方法。该涡轮增压控制装置结构紧凑，占用空间小，可以安置在涡轮机的上游或者涡轮增压器上，充分发挥涡轮增压器的作用，减小涡轮延迟，增加废气循环，减少发动机尾气排放，提高发动机制动功率。

Description

一种复合式发动机制动方法和涡轮增压控制装置 技术领域
本发明涉及机械领域，尤其涉及发动机领域，特别是一种复合式发动机制动方法和涡轮增压控制装置。
背景技术
已有技术中，车辆发动机的应用已有悠久的历史，发动机的排气气流的控制广为人知。举例来说，在柴油发动机中普遍使用的涡轮增压器，包括可变涡轮增压器，利用发动机排放的气体驱动涡轮增压器的涡轮，涡轮带动与之同轴相连的压缩机，将空气压入进气歧管和汽缸。涡轮增压器可以通过废气门或可变涡片控制排气气流和压力。还有排气背压装置，如排气蝶阀，可以将整个排气流道(排气管)部分关闭或完全密封，减小或截断排气气流，提高发动机的排气压力。
发动机排气气流或气压的控制有着广泛的应用。在发动机点火运作时，为了减少排放，需要废气再循环(EGR)，也就是将发动机燃烧排放的废气的一部分返回到发动机的汽缸内。废气再循环的实现要求排气压力高于进气气压或缸压，需要对发动机排气气流或气压的控制。在发动机制动运作时，提高排气压力将有助于增加制动功率，减少制动载荷。
现有的发动机排气气流或压力控制技术有其缺点或局限性。比如说涡轮增压器的废气门，一般只在发动机高转速时工作。可变涡轮增压器成本昂贵，可靠性差。其它可控的排气背压装置，如沃尔沃的背压调节器(EPR)，机构复杂，成本高，体积大。一般通用的排气蝶阀，只能安装在涡轮增压器的下游，蝶阀关闭时完全取消了涡轮增压器的功能，发动机失去了进气增压，导致排气温度过高。
发动机制动也有广泛的应用。现有的发动机制动运作与常规点火运作的主要区别是制动时不喷油也不燃烧，将产生动力的发动机暂时转换为吸收能量的空气压缩机。制动期间除了常规的进、排气门在进、排气冲程期间开启之外，发动机制动器在发动机活塞压缩冲程期间将排气门再次打开，允许被压缩气体(制动时为空气)被释放，发动机在压缩冲程中压缩气体所吸收的能量，不能在随后的膨胀(做工)冲程返回到发动机的活塞，而是通过发动机的排气及散热系统释放掉。最终的结果是有效的发动机制动，减缓车辆的速度。
发动机制动的功率和载荷随转速的增加而升高，实际使用中发动机大都运行在中、低转速，如何在不增加制动载荷(不超载)的前提下，提高中、低转速的发动机制动功率是当务之急。传统的做法是联合制动，在压缩释放的基础上增加排气背压制动(缸外制动)，比如增加排气蝶阀，提高发动机的排气压力。联合制动的确可以提高中、低转速的制动功率，减小制动载荷，消除制动噪音。但目前几乎所有背压控制装置(如排气蝶阀)都由于其机构庞大，无法安装在涡轮增压器的涡轮机的上游(由于会产生涡轮延迟的副作用)。安装在涡轮下游排气尾管上的背压控制装置大大降低甚至完全关闭排气气流，导致涡轮增压机不工作，降低甚至消除了进气压力和气流及相应的冷却作用，使排气温度提高，导致发动机的某些部件，如喷油嘴过热。
早在1983年，美国专利4,395,884就披露了在涡轮增压器的涡轮机的上游采用一个分流阀，将进入两个涡轮机入口通道的排气气流合并到一个涡轮机入口通道，改变排气气流的方向和速度，增加涡轮转速，提高进、排气压力和发动机的制动功率。但由于涡轮机上游的空间有限，分流阀的机构复杂、体积大和控制难等而无法成为产品。
发明内容
鉴于以上所述现有技术的缺点，本发明的目的在于提供复合式发动机制动方法和涡轮增压控制装置，用于解决现有技术中发动机背压控制装置的机构复杂、成本高、体积大、控制难，以及背压控制装置导致涡轮增压机不工作，发动机在高转速时排气温度太高、燃油喷嘴嘴尖容易过热等技术问题。
为实现上述目的及其它相关目的，本发明提供一种复合式发动机制动的方法，用于带有涡轮增压器的发动机，其特征在于，为所述发动机设置发动机制动器，发动机制动器将发动机气缸上的排气门打开，将发动机压缩冲程期间在发动机气缸内被压缩的气体释放到排气歧管内；在发动机上增设空气喷射机构，利用空气喷射机构改变发动机的排气气流，控制涡轮增压器的运转，调节发动机的进气压力和排气压力，所述复合式发动机制动的方法包括以下步骤：
a)判断发动机在某一转速下运转时是否需要发动机制动；
b)如果需要发动机制动，判断是否满足发动机制动所需条件；
c)如果满足发动机制动所需条件，判断是否需要启动所述空气喷射机构；
d)如果不需要启动所述空气喷射机构，执行直接开启发动机制动器进行制动；
e)如果需要启动所述空气喷射机构，判断是否有压缩空气可用；如果压缩空气可用，执行复合式发动机制动：启动发动机制动器和空气喷射机构。
优选的，所述发动机的排气歧管与涡轮增压器的涡轮机的涡轮叶片之间设置有排气流道，按照所述步骤e)启动空气喷射机构，向所述排气流道内喷射空气。
优选的，利用空气喷射机构将空气以一个平面形状喷射而形成一扇空气门，所述的空气门覆盖排气流道的部分或者全部。
优选的，所述的涡轮增压器包括两个排气进口，所述的排气歧管包括两个出口，涡轮增压器的排气进口各自与一个排气歧管的出口相通，形成两个独立的排气流道，按照所述步骤e)启动空气喷射机构，只向其中一个排气流道内喷射空气。
优选的，所述涡轮增压器的涡轮机壳体上设有进气孔，按照所述步骤e)启动空气喷射机构，通过所述进气孔往所述涡轮机内的涡轮叶片上喷射空气。
优选的，所述涡轮增压器的压缩机壳体上设有注气孔，按照所述步骤e)启动空气喷射机构，通过所述注气孔往所述压缩机内的压缩叶轮上喷射空气。
优选的，所述发动机的排气歧管与涡轮增压器的涡轮叶片之间设置有排气流道，所述的排气流道内设置有导向门，按照所述步骤e)启动空气喷射机构，向所述的导向门喷射压缩空气，驱动导向门在排气流道内运动。
优选的，所述的导向门位于涡轮增压器的涡轮机的入口通道内，导向门的铰链安置在排气歧管的出口与涡轮增压器的涡轮机的入口的连接处，导向门可以围绕所述的铰链在涡轮机的入口通道内转动，当导向门在无转动的初始位置时，导向门的内侧面朝向排气流道的内壁，所述的压缩空气喷射在导向门的内侧面上。
优选的，所述空气喷射机构往排气流道内的导向门的内侧面喷射压缩空气的位置在排气歧管的出口与涡轮增压器的涡轮机的入口的连接处。
优选的，所述的涡轮增压器的涡轮机有两个入口通道，每个涡轮机的入口通道内均设置有一扇导向门。
优选的，所述的涡轮机两个入口通道内的两扇导向门可以分开地独立转动或者连在一起同时转动。
优选的，所述空气喷射机构包括动力源和控制阀，所述的动力源包括空压机或储气罐，空压机或储气罐产生所述的压缩空气，所述的控制阀控制压缩空气的喷射时间和流量。
本发明还提供一种涡轮增压控制装置，安置在带有涡轮增压器的发动机上，其特征在于：所述涡轮增压器控制装置包括一个空气喷射机构，所述空气喷射机构包动力源、控制阀、出气管或喷嘴，所述的动力源包括空压机或储气罐，所述的控制阀控制空气的喷射时间和流量，所述的空气喷射机构通过出气管或喷嘴往发动机的排气流道内、或者涡轮增压器的涡轮叶片或压缩机叶轮喷射空气，控制涡轮增压机的运转。
优选的，所述的喷嘴包括具有扁平形状的喷头，所述的具有扁平形状的喷头包括一个以上数目的圆孔或扁槽，所述的圆孔或扁槽设置在单个或两个以上的层面上。
优选的，所述的圆孔或扁槽的数量和大小由喷射流体的流量、速度和距离决定。
优选的，还包括导向门，所述的导向门转动式地设置在排气流道内，当导向门在无转动的初始位置时，导向门的内侧面朝向排气流道的内壁，所述的空气喷射机构从排气流道外往位于排气流道内的导向门的内侧面喷射空气，驱动导向门旋转，改变排气流道内的排气气流。
优选的，所述的导向门的内侧面可以是不同的形状，包括平面、折面、凹面、组合面或其它曲面。
优选的，所述的排气流道包括涡轮增压器的涡轮机的入口通道，所述的导向门位于涡轮机的入口通道内，导向门的铰链安置在排气歧管的出口与涡轮增压器的涡轮机的入口的连接处，导向门围绕铰链在涡轮机的入口通道内转动。
优选的，所述的空气喷射机构包括在排气歧管的出口与涡轮增压器的涡轮机的入口通道之间安置的供气板，供气板上面设置有铰链槽，导向门的铰链安置在所述的铰链槽内。
优选的，所述空气喷射机构的出气管或喷嘴位于排气歧管的出口与涡轮增压器的涡轮机的入口的连接处。
优选的，所述的涡轮增压器的涡轮机有两个入口通道，每个涡轮机的入口通道内均设置有一扇导向门。
优选的，所述的涡轮机两个入口通道内的两扇导向门可以分开地独立转动或者连在一起同时转动。
附图说明
图1是本发明的涡轮增压控制装置和发动机系统(单缸)的一个总体结构示意图
图2是本发明的复合式发动机制动方法的一个控制流程的示意图
图3是本发明的复合式发动机制动方法的发动机排气系统的一个示意图
图4是本发明的复合式发动机制动方法的发动机排气系统的另一个示意图
图5是带排气蝶阀系统的常规四冲程发动机(单缸)的示意图。
图6是本发明的涡轮增压控制装置和发动机系统(六缸)的一个总体结构示意图
图7是本发明的涡轮增压控制装置的空气喷射机构的第一个喷射模式示意图
图8是本发明的涡轮增压控制装置的空气喷射机构的第二个喷射模式示意图
图9是本发明的涡轮增压控制装置的空气喷射机构的第三个喷射模式示意图
图10是本发明的涡轮增压控制装置的空气喷射机构的第四个喷射模式示意图
图11是本发明的涡轮增压控制装置的空气喷射机构的第五个喷射模式示意图
图12是本发明的涡轮增压控制装置的一个局部剖面图，示意了导向门在无转动的初
始位置(未驱动)的状态
图13是本发明的涡轮增压控制装置的一个局部剖面图，示意了导向门转动后(被驱
动)的状态
图14是本发明的涡轮增压控制装置的一种涡轮机入口通道与导向门位置的示意图
图15是本发明的涡轮增压控制装置的供气板的示意图。
元件标号说明
12                     进气歧管
13                     进气分流节点
14                     总进气管
210                    涡轮增压器
222                    轴
218，228               压缩机，涡轮机
240                    排气尾管
22                     排气歧管
23                     排气歧管的汇合处
24                     排气流道
25                     连接处(接头端面)
26                     排气流道内壁
27                     排气流道的过流面积
28                     涡轮机入口通道
29                     涡轮叶片
30                     发动机
33                     发动机活塞
35                     发动机气缸
40                     空气喷射机构
41                     空压机
43                     导气管
45                     控制阀
47                     出气管
48                     喷嘴
49                     压缩空气
51                     螺母
53                     供气接头
60                     导向门
61，63                 导向门内侧面，外侧面
62                     导向门铰链
71                     垫片一
72                     垫片一上的供气孔/槽
74                     供气板
75                     供气板上的供气孔/槽
76                     供气板上的铰链槽
                       供气板上的排气孔/槽
77                     垫片二
78                     垫片二上的供气孔/槽
79
100                    发动机制动器
120                    中冷器
140、400               空气
200                    进气门
300                    排气门
500                    发动机喷油器
具体实施方式
实施例1(CN201810791269.4)
以下通过特定的具体实例说明本发明的实施方式，本领域技术人员可由本说明书所揭露的内容轻易地了解本发明的其他优点与功效。本发明还可以通过另外不同的具体实施方式加以实施或应用，本说明书中的各项细节也可以基于不同观点与应用，在没有背离本发明的精神下进行各种修饰或改变。
请参阅图1-图4。需要说明的是，本实施例中所提供的图示仅以示意方式说明本发明的基本构想，遂图式中仅显示与本发明中有关的组件而非按照实际实施时的组件数目、形状及尺寸绘制，其实际实施时各组件的型态、数量及比例可为一种随意的改变，且其组件布局型态也可能更为复杂。
图1是本发明的涡轮增压控制装置和发动机系统(单缸)的一个总体结构示意图。一般的发动机都有多个汽缸，比如商用车上的发动机为直列六缸的柴油发动机。但为了简明起见，图1只显示了发动机30中的一个汽缸35。活塞33在汽缸35内做上下往复的周期运动。四冲程的发动机30每一个运动周期包括进气冲程、压缩冲程、膨胀(或做工)冲程和排气冲程。在进气冲程中，活塞33在汽缸35内从上止点往进气下止点运动(即图1中活塞33往下方运动)，发动机的进气门200打开，将空气引入发动机的汽缸35。接下来是压缩冲程，活塞33从进气下止点往压缩上止点运动(即图1中活塞33往上方运动，即图中箭头方向)，发动机的进气门200和排气门300都处于关闭状态，汽缸35内的空气 被压缩，在活塞33抵达压缩上止点附近时，燃油(如柴油)经喷油嘴500喷入缸内与被压缩的空气混合、压燃并在接下来的膨胀(或做工)冲程内继续燃烧，产生气体膨胀，将活塞33从压缩上止点往膨胀下止点驱动做工。最后是发动机30的排气冲程，活塞33从膨胀下止点往排气上止点运动，发动机的排气门300打开，将燃烧后的气体从汽缸35内排出到排气歧管22。排气冲程完成后回到上述进气冲程，开始一个新的周期，如此往复循环。
图1所示的复合式发动机制动的系统用于带有涡轮增压器210的发动机30，所述发动机中气缸35的进气门200通过总进气管14与涡轮增压器210的压缩机218的出口相连，气缸35还设有与排气歧管22相连的排气门300，所述发动机上设有发动机制动器100，用来在发动机的压缩上止点附近将发动机的排气门打开，使发动机压缩冲程期间在气缸35内被压缩的气体释放到排气歧管22内；复合式发动机制动的系统包括空气增压机构(又叫空气喷射机构)40，空气增压机构40包括空压机41或储气罐，控制阀45，以及出气管47，出气管47的端面可以设有喷嘴48(或者接头)，向涡轮增压器210内喷气以控制涡轮增压器的运转速度。本实施例不需要在发动机的排气尾管240或者涡轮增压器210内设置任何金属阀体或实体障碍，而是通过空气增压机构40控制涡轮增压器210的运转速度，调节发动机的进气压力和排气压力，提高发动机的制动性能。显而易见，本发明的空气增压机构40不但不影响而且可以改进涡轮增压机20的运转，增加进气压力和气流以及随之而来的冷却作用，不会提高排气温度和喷油嘴的温度。
现有的发动机大都配置有图1所示的涡轮增压器210，以提高发动机的动力和效率；本实施例中涡轮增压器210包括通过轴222相连的涡轮机228和压缩机218，上述各气缸35相连的排气歧管22均与排气流道(排气管)24相连，排气流道24一直通到涡轮机228内的涡轮叶片。从汽缸35内排出的气体(制动时为空气)从排气歧管22汇入排气流道24，驱动涡轮机228，带动与之同轴222的压缩机218一同转动，压缩从发动机进气入口进入的空气140，提高总进气管14内的进气压力。总进气管14经进气分流节点13分成所需的多根进气歧管12，每根进气歧管12与气缸35的一进气门200相连。由于压缩后的空气的温度增高，降低发动机的效率，所以被压缩的空气进入发动机的汽缸35之前，经过中冷器120冷却，然后经进气分流节点13分开，通过进气歧管12和进气门200进入汽缸35。此外，现有的发动机一般每一缸都配有四个气门，两个进气门，两个排气门， 图1中显示的单个进气门200和单个排气门300只是示意作用。本发明正是通过控制涡轮增压器的运转速度，以此实现对总进气管14内的进气压力的调整，也间接实现发动机排气压力的调整；而为改善发动机制动的性能，设置了上述空气增压机构。
图1中，在排气门300上面象征式地设有发动机制动器100，其用来在发动机30的压缩上止点附近使发动机的排气门300打开，发动机压缩冲程期间在气缸35内被压缩的气体释放到排气歧管22内，在排气歧管的汇合处23形成排气气流进入排气流道24。本实施例中发动机制动器100可以是压缩释放型、泄气型或其它形式的发动机制动器。本实施例中排气流道24穿过接头25(接头25也可是涡轮机228的入口211，参见后面的图3和图4)通向涡轮叶片。排气气流在驱动涡轮叶片之后从排气尾管240流出。本实施例中涡轮机228的涡轮叶片的外径沿轴线方向是不相同的。
图1中具有一个空气增压机构40的实施例，利用一个空气增压机构40往排气歧管22下游的排气流道24内喷射空气(本实施例中排气流道24伸入到涡轮机228内部的涡轮叶片之间)，利用所喷射的空气控制进入涡轮机228的排气气流和涡轮增压器2100的运转速度，调节发动机的排气压力、进气压力和进气气流，优化发动机制动的性能。空气增压机构40包括空压机41，导气管43和出气管47，导气管43和出气管47之间设有控制阀45，在出气管的端部可设喷嘴48或者接头(接头内可以有喷嘴)。空压机41将空气400压缩，压缩后的空气由导气管43、控制阀45和出气管47引向喷嘴48。当然，压缩空气也可以来自储气罐(车辆上面一般都装有储气罐)。本实施例可以根据车载压缩空气的可用量、制动功率的需求和制动载荷的限制等，通过控制阀45控制空气的喷射时间和流量。此外，空气增压机构40还可以在出气管上设置一个单向阀，允许压缩空气从空气增压机构喷出，但阻止发动机内的气流进入空气增压机构。
由于车载压缩空气主要是用来控制或操作刹车的，是否可以用来为发动机制动进行空气增压制动，需要根据车辆的运行工况决定。但是，可以通过设计一个控制程序，有效地利用车载压缩空气。
图2是本发明的复合式发动机制动的方法的一个控制流程示意图。本实施例的复合式发动机制动的方法可采用上述复合式发动机制动的系统来实现；可包括以下步骤：
a)判断发动机在某一转速下运转时是否需要发动机制动；
b)如果需要发动机制动，判断是否满足发动机制动所需条件；
c)如果满足发动机制动所需条件，判断是否需要启动所述空气喷射机构；
d)如果不需要启动所述空气喷射机构，执行直接开启发动机制动器进行制动；
e)如果需要启动所述空气喷射机构，判断是否有压缩空气可用；如果压缩空气可用，执行复合式发动机制动：启动发动机制动器和空气喷射机构。
本发明在发动机制动过程中，通过判断是否需要启动所述空气增压机构，以执行复合式发动机制动，启动发动机制动器和所述空气增压机构，利用空气增压机构控制所述涡轮增压器的运转速度，调节发动机的进气压力和排气压力，提高发动机的制动性能。
具体控制过程为：见图2所示，初始假定发动机在某一转速下运转，如果不需要发动机制动或者不满足发动机制动条件(比如说发动机转速不够高，离合器没有挂挡等等)，发动机的控制单元(ECU)执行非制动(如点火)运作控制，即上述步骤a)-b)。相反，如果需要发动机制动并满足发动机制动条件，那就需要判断是否需要空气增压，即上述步骤c)。如果不需要空气增压(如制动转速太高，制动载荷太大等)，就只开启发动机制动器,即上述步骤d)。但如果需要空气增压(如中低转速制动)，就执行复合式发动机制动，既开启发动机制动器，又开启空气增压机构，利用发动机制动器打开排气门，利用空气增压机构改进涡轮增压器的运转速度，即上述步骤e)。在制动过程中(即在开启发动机制动器或执行复合式发动机制动后)判断是否继续制动，若继续制动则循环步骤c)至步骤e)，若否则执行非制动运作控制过程，比如点火。
图3中所示意的发动机30为直列四缸机，这四个气缸35分别标识为C1，C2，C3和C4。每一缸在发动机制动时从气缸35释放到排气歧管22的气体在汇合处23形成排气气流进入排气流道24，并在排气流道24与涡轮机228相连的接头25处进入涡轮机的入口211。因此，这里只有一根排气流道24和一个涡轮机的入口211。空气增压机构的喷嘴48安置在排气流道24与涡轮机的入口的结合处25，压缩空气在涡轮机的入口211附近喷入排气流道24。
在启动空气增压机构时，利用空气增压机构向所述排气流道内喷射空气，以改变流向涡轮增压器中涡轮机的涡轮叶片间的气流，改变涡轮叶片的转速。空气增压机构向排气流道内喷射压缩空气的方向可以是：与排气流道24内的排气气流流向垂直；或者与排气流道24内的排气气流的方向成锐角(即沿图3向下喷入涡轮机228)，此时更加有利于加大 流向涡轮增压器中涡轮机的涡轮叶片间的气流，提高涡轮叶片的转速；或者与排气流道24内的排气气流的方向成钝角(即沿图3向上喷入排气流道24)。
图4中所示意的发动机30为直列六缸机，这六个气缸35分别标识为C1，C2，C3，C4，C5和C6。每三缸(如前三缸C1，C2和C3或者后三缸C4，C5和C6)一组，一组气缸共用一根上述排气流道24，在发动机制动时从气缸35释放到排气歧管22的气体在汇合处23形成排气气流进入排气流道24，并在排气流道24与涡轮机228相连的接头25处进入涡轮机的入口211或者212。因此，这里的两根排气流道24和两个涡轮机的入口211、212。空气增压机构的喷嘴安置在排气流道24的出口与涡轮机的入口的结合处25，有选择性地将压缩空气在涡轮机的入口附近喷入两个排气流道24内的一个，但也可以同时往两个排气流道24内喷气。
在启动空气增压机构时，利用空气增压机构向所述排气流道内喷射空气，以改变流向涡轮增压器中涡轮机的涡轮叶片间的气流，改变涡轮叶片的转速。空气增压机构向排气流道内喷射压缩空气的方向可以是：与排气流道24内的排气气流流向垂直，或者与排气流道24内的排气气流的方向成锐角(即沿图4向下喷入涡轮机228)，或者与排气流道24内的排气气流的方向成钝角(即沿图4向上喷入排气流道24)。
还有，空气增压机构向排气流道内喷射压缩空气包括另外一种方式，就是在涡轮增压器210的涡轮机壳体上设置一个进气孔，上述出气管的端部与进气孔连通。本实施例在启动空气增压机构时，利用空气增压机构通过进气孔往涡轮机内的涡轮叶片上喷射空气，增加涡轮机的转速。根据发动机制动的需要，利用车载空压机或储气罐，通过上述控制阀和上述导气管将压缩空气从涡轮机壳体上的进气孔直接喷射到涡轮叶片上，增加涡轮叶片和压缩机的转速，提高进气量和进气压力，从而加大发动机制动器所产生的制动功率。
此外，空气增压机构向排气流道内喷射压缩空气包括另外一种方式，就是在涡轮增压器的压缩机壳体上设置一个注气孔，上述出气管的端部与所述注气孔连通；利用空气增压机构通过所述注气孔往压缩机内的压缩叶轮上喷射空气。根据发动机制动的需要，本实施例在启动空气增压机构时，利用车载空压机或储气罐，通过上述控制阀和出气管将压缩空气从压缩机壳体上的注气孔直接喷射到压缩叶轮上，增加压缩叶轮的转速，提高进气量和进气压力，从而加大发动机制动器所产生的制动功率。
实施例2(CN201810353337.9和CN201820559905.6)
图5是一种常规的带排气蝶阀系统128的四冲程发动机30的示意图。一般的发动机都有多个汽缸，比如商用车上的发动机为直列六缸的柴油发动机(见图6)。但为了简明起见，图5只显示了发动机30的一个汽缸35。发动机30的活塞33在汽缸35内做上下往复的周期运动。四冲程发动机30的每一个运动周期包括进气冲程、压缩冲程、膨胀(或做工)冲程和排气冲程。在进气冲程中，图5中的发动机活塞33在汽缸35内从上止点往进气下止点运动，发动机的进气门200打开，将空气引入发动机的汽缸35。接下来是压缩冲程，活塞33从进气下止点往压缩上止点运动，发动机的进气门200和排气门300都处于关闭状态，汽缸35内的空气被压缩，在活塞33抵达压缩上止点附近时，燃油(如柴油)喷入缸内与被压缩的空气混合、压燃并在接下来的膨胀(或做工)冲程内继续燃烧，产生气体膨胀，将活塞33从压缩上止点往膨胀下止点驱动做工。最后是发动机的排气冲程，活塞33从膨胀下止点往排气上止点运动，发动机的排气门300打开，将燃烧后的气体从汽缸35内排出到排气歧管22。排气冲程完成后回到进气冲程，开始一个新的周期，如此往复循环。当然，除了常规的进、排气运动之外，还可以有辅助气门运动，比如，内废气再循环(iEGR)需要在进气冲程期间再次打开排气门。
现有的发动机大都配置有图5所示的涡轮增压器210，以提高发动机的动力和效率。从发动机汽缸35内排出的废气从排气歧管22进入排气流道(排气管)24，驱动涡轮228，带动与之同轴222的压缩机218一同转动，提高进气管14内的进气压力。由于压缩后的空气的温度增高，降低发动机的效率，所以被压缩的空气进入发动机的汽缸35之前，经过中冷器120冷却，然后由进气歧管12和进气门200进入汽缸35。此外，现有的发动机一般每一缸都配有四个气门，两个进气门，两个排气门，图5中显示的单个进气门200和单个排气门300只是示意作用。
发动机制动运作与点火运作的主要区别是制动时不喷油也不燃烧，将产生动力的发动机暂时转换为吸收能量的空压机。最简单的发动机制动是缸外制动，就是采用发动机的排压控制机构，如蝶阀系统128，关闭发动机的排气管，将排气气流截断，使得排气背压增高，发动机在排气冲程期间活塞33向上运动的阻力增大，产生发动机制动。蝶阀的关闭由压缩空气产生。空气400由空压机141压缩升压后经过导气管143和147以及控制阀 145给驱动蝶阀的汽缸148供气。缸外制动(如蝶阀制动)的优点是简单易行，但缺点是制动性能较差，排气温度较高，还有排气蝶阀的体积过大。
更复杂和更有效的一种发动机制动是缸内制动。制动期间除了常规的进、排气门在进、排气冲程期间开启之外，在发动机活塞压缩冲程接近结束时排气门再次打开，允许被压缩气体(制动时为空气)被释放，发动机在压缩冲程中压缩气体所吸收的能量，不能在随后的膨胀冲程返回到发动机的活塞，而是通过发动机的排气及散热系统释放掉。最终的结果是有效的发动机制动，减缓车辆的速度。缸内制动(如压缩释放型制动)的优点是制动性能较好，但其结构和实施比较复杂，制动载荷较高，噪音很大。
制动性能(特别在中低转速)最好的发动机制动是所谓的联合制动，也就是同时使用缸内制动和缸外制动。联合制动的制动性提高，制动载荷降低，没有噪音。但是排气温度进一步提高，导致发动机的某些部件，如喷油嘴过热。解决上述过热问题的有效方法是采用可变的排气背压控制装置，但由此带来的附加问题是成本增加、空间增加和复杂的控制等。
图6是本发明的涡轮增压控制装置和发动机系统(六缸)的一个总体结构示意图。图中显示的是直列六缸的发动机100，不需要图5中的排气蝶阀系统，增加了流体(空气)喷射机构40，包括喷嘴48。喷嘴48向发动机排气歧管22下游的排气流道(排气管)24内喷射流体(空气)，所喷射的流体在排气流道24内形成一种屏障(“空气门”)，阻碍或减缓发动机排气气流240，提高屏障上游(包括排气歧管22内)的发动机排气压力。喷射流体由动力源41产生，根据流体400的不同(可以是液体或气体)，动力源41可以是泵或压缩机，用来产生带有预定压力的、用于喷射的流体。具有预定压力的流体由导流管43和47引向喷嘴48，并通过控制阀45控制喷射时间和流量。喷射流体包括水和空气。
喷射模式1:
本实施例的涡轮增压控制装置的空气喷射机构的第一个喷射模式可以通过图7来进一步说明。图7中所示意的空气喷射机构40的喷嘴48有一个扁平状的喷头49，位于排气流道24周边的一侧(图7中的右侧)。扁平状的喷头49含有单个或多个圆孔或扁槽，圆孔或扁槽的数量和大小由喷射流体的流量、速度和距离决定，圆孔或扁槽在喷头上的排列可以是单排(层)或多排(层)。喷射的流体(空气)形状为平面410或420，形成流体门帘(“空气门”)，覆盖整个排气流道24的横截面(也可以覆盖排气流道24的横截面的 一部分)，改变发动机排气气流240。其中的一种喷射方式是喷射流体的流动方向410与排气流道24内的排气气流的流动方向240基本垂直(横穿)；另一种喷射方式是喷射流体的流动方向420与排气流道24内的排气气流的流动方向240的夹角为钝角(逆流)。
喷射模式2:
本实施例的涡轮增压控制装置的空气喷射机构的第二个喷射模式可以通过图8来进一步说明。图8中所示意的空气喷射机构40的喷嘴48有一个圆台状的喷头49，位于排气流道24周边的一侧(图8中的右侧)。圆柱状的喷头49含有单个或多个圆孔，圆孔的数量和大小由喷射流体的流量、速度和距离决定。喷射的流体形状为锥面430，覆盖整个排气流道24的横截面(也可以覆盖排气流道24的横截面的一部分)，改变发动机排气气流240。喷射流体的流动方向430与排气流道24内的排气气流的流动方向240的夹角为钝角(逆流)。
喷射模式3:
本实施例的涡轮增压控制装置的空气喷射机构的第三个喷射模式可以通过图9来进一步说明。图9中所示意的空气喷射机构40的喷嘴48有一个环状的喷头49，位于排气流道24的整个(360)周边。环状的喷头49含有单个或多个圆孔或扁槽，圆孔或扁槽的数量和大小由喷射流体的流量、速度和距离决定，圆孔或扁槽在喷头上面的排列可以是单个、单层或多层。喷射的流体形状为锥面440，改变发动机排气气流240。喷射流体的流动方向440与排气流道24内的排气气流的流动方向240的夹角为钝角(逆流)。
喷射模式4:
本实施例的涡轮增压控制装置的空气喷射机构的第四个喷射模式可以通过图10来进一步说明。图10中所示意的空气喷射机构40的喷嘴48的扁平喷头49位于排气流道24的两侧，向排气流道24内喷射空气400形成一种屋顶式的屏障450，改变排气流道24内的排气气流240。
喷射模式5:
本实施例的涡轮增压控制装置的空气喷射机构的第五个喷射模式可以通过图11来进一步说明。图11中所示意的空气喷射机构40的喷嘴48的喷头49位于涡轮增压器20的排气进口241的一侧(图11中的右侧)。这里的涡轮增压器210有两个排气进口241和242，与发动机排气歧管的两个出口相通，形成两个分开的排气流道。空气喷射机构40的 喷嘴48向两个分开的排气流道中的一个排气流道内喷射流体400并形成一种屏障460，改变进入所述的单个排气流道和与之相通的涡轮增压器排气进口241的排气气流。
本实施例和已有技术相比，其效果是积极和明显的。本发明不需要在发动机的排气流道内设置任何金属阀体或实体障碍，而是通过流体(空气)喷射机构喷射的流体(空气)，在排气流道内形成流体(空气)屏障，阻碍或减缓所述的排气流道内的排气气流，提高屏障上游的发动机排气压力，改善发动机的废气再循环，减少发动机的排放，增加发动机的制动功率。
实施例3(CN201810935370.2)
图11至图14显明，与传统的活塞汽缸机构驱动排气蝶阀不同，本发明利用空气喷射机构的空气驱动安置在排气流道内的导向门。导向门60转动式地设置在排气流道24内(注意到涡轮机228的入口通道28为排气流道的一部分)。当导向门60在无转动的初始位置(转角为零)时，导向门60的内侧面61朝向排气流道的内壁26。这里所示意的导向门60的转动通过铰链62得到。导向门铰链62安置在供气板74的铰链槽76里面(见图14)。涡轮机两个入口通道28内的两扇导向门60可以相互独立地转动或者连在一起同时转动(图13)。
本发明的增加发动机排气压力系统还包括空气喷射机构40，它包括空压机41，导气管43和出气管47，导气管43和出气管47之间设有控制阀45，在出气管的端部可设喷嘴48或者接头53(喷嘴也可以安装在接头内)，出气管47由螺母51固紧在接头53上面。空压机41将空气400压缩，压缩后的空气由导气管43、控制阀45和出气管47引向喷嘴48。当然，压缩空气也可以来自储气罐(车辆上面一般都装有储气罐)。本发明可以根据车载压缩空气的可用量、制动功率的需求和制动载荷的限制等，通过控制阀45控制空气的喷射时间和流量。此外，空气喷射机构40还可以包括一个单向阀机构，允许压缩空气从空气喷射机构喷出，但阻止排气流道24内的排气气流进入空气喷射机构。
本发明的工作过程如下。当发动机需要增加发动机排气压力时，控制阀45打开，出气管47从排气流道外，通过供气接头53、垫片一71上的供气孔/槽72、供气板74上的供气孔/槽75和垫片二78上的供气孔/槽79往位于排气流道内的导向门60的内侧面61喷射压缩空气(参见图12)，驱动导向门60旋转，增大导向门60与排气流道内壁26之间 的夹角，改变发动机的排气气流在排气流道内的流动方向，减小排气流道24的过流面积27，增加导向门60上游排气流道24内的排气压力。与此同时，由于涡轮增压器210的旋转速度增大，发动机的进气压力和进气气流也会加大，更加有效地提高发动机的制动功率。
当导向门60与排气流道内壁26之间的夹角增大时，导向门的外侧面63承受排气气流的冲击。内侧面61上面压缩空气的作用力与外侧面63上排气气流的作用力相互平衡，决定导向门60的转角和排气流道24的过流面积27。本发明可以根据不同的发动机工况(如转速)，通过控制阀45调节压缩空气的喷射时间和流量，控制导向门60的转角和排气流道24的过流面积27，实现涡轮转速和发动机进、排气压力的调整，改善发动机制动的性能。显而易见，本发明不但不影响而且可以改进涡轮增压机210的运转，减小涡轮延迟，增加进气压力和气流以及随之而来的冷却作用，不会提高排气温度和喷油嘴的温度。
此外，由于导向门60的内、外侧面61、63承受的压力趋于平衡，导向门60的厚度可以很小，比如0.5～1.5mm，优选1.0mm。这样，整个导向门不但轻巧，占用的空间也很小，可以很容易地安置在涡轮机的上游。
如上所述，本实施例的发明具有以下有益效果：不需要活塞气缸机构，而是通过空气喷射机构驱动导向门，改变排气气流的方向与流速，提高涡轮增压器的运转速度，增加发动机的排气压力。
上述说明包含了很多具体的实施方式，这不应该被视为对本发明范围的限制，而是作为代表本发明的一些具体例证，许多其他演变都有可能从中产生。因此，举凡所属技术领域中具有通常知识者在未脱离本发明所揭示的精神与技术思想下所完成的一切等效修饰或改变，仍应由本发明的权利要求所涵盖。举例来说，本发明的装置和方法可以用于不同的发动机，包括顶置凸轮发动机和推杆发动机；可以用于单气门发动机，亦可以用于两个以上气门的多气门发动机；不但可以用于发动机的制动运作，也可以用于发动机的点火运作，如减小涡轮延迟，增加废气再循环等。
还有，这里的空气喷射机构的组成、形状、安装和调控等都可以不同。比如说，出气管端部的喷嘴的形状可以是扁平状、圆台状、圆孔和环状等。
此外，出气管端部的喷嘴或接头可以通过不同的方式安置在不同的位置。
还有，空气喷射机构喷射的方式、时间、流量和方向可以根据发动机运转的要求，比如制动功率的要求、制动载荷的限制和压缩空气的来源等，进行调节。
此外，这里的排气流道的横截面除了方形、圆形，还可以是其它形状。
还有，空气增压(喷射)机构可以向一个或多个方位喷射空气。
此外，导向门的内侧面可以取不同的形状，除了平面之外，还可以是折面(两个或两个以上平面的组合)、凹面、组合面或其它曲面。导向门的安装位置和方式也可以不同。
还有，本发明的空气喷射机构也可以作为流体喷射机构，所喷射的流体可以是不同的物质，除了水和空气之外，还可以是尿素，氮气，氩气等等。

Claims (23)

  1. 一种复合式发动机制动的方法，用于带有涡轮增压器的发动机，其特征在于，所述发动机包括发动机制动器，该发动机制动器可将发动机气缸上的排气门打开，将发动机压缩冲程期间在发动机气缸内被压缩的气体释放到排气歧管内；所述发动机包括空气喷射机构，该空气喷射机构可改变发动机的排气气流，控制涡轮增压器的运转，调节发动机的进气压力和排气压力，所述方法包括以下步骤：
    a)判断发动机在某一转速下运转时是否需要发动机制动；
    b)如果需要发动机制动，判断是否满足发动机制动所需条件；
    c)如果满足发动机制动所需条件，判断是否需要启动所述空气喷射机构；
    d)如果不需要启动所述空气喷射机构，执行直接开启发动机制动器进行制动；
    e)如果需要启动所述空气喷射机构，执行复合式发动机制动，启动发动机制动器和空气喷射机构。
  2. 根据权利要求1所述的复合式发动机制动的方法，其特征在于：所述发动机的排气歧管与涡轮增压器的涡轮机的涡轮叶片之间设置有排气流道，按照所述步骤e)启动空气喷射机构，向所述排气流道内喷射空气。
  3. 根据权利要求2所述的复合式发动机制动的方法，其特征在于：利用空气喷射机构将空气以一个平面形状喷射而形成一扇空气门，所述的空气门覆盖排气流道的部分或者全部。
  4. 根据权利要求2所述的复合式发动机制动的方法，其特征在于：利用空气喷射机构将空气以一个锥面形状喷射而形成一个空气屏障，所述的空气屏障覆盖排气流道的部分或者全部。
  5. 根据权利要求1所述的复合式发动机制动的方法，其特征在于：所述的涡轮增压器包括两个排气进口，所述的排气歧管包括两个出口，涡轮增压器的排气进口各自与一个排气歧管的出口相通，形成两个独立的排气流道，按照所述步骤e)启动空气喷射机构，只向其中一个排气流道内喷射空气。
  6. 根据权利要求1所述的复合式发动机制动的方法，其特征在于：所述涡轮增压器的涡轮机壳体上设有进气孔，按照所述步骤e)启动空气喷射机构，通过所述进气孔往所述涡轮机内的涡轮叶片上喷射空气。
  7. 根据权利要求1所述的复合式发动机制动的方法，其特征在于：所述涡轮增压器的压缩机壳体上设有注气孔，按照所述步骤e)启动空气喷射机构，通过所述注气孔往所述压缩机内的压缩叶轮上喷射空气。
  8. 根据权利要求1所述的复合式发动机制动的方法，其特征在于：所述发动机的排气歧管与涡轮增压器的涡轮叶片之间设置有排气流道，所述的排气流道内设置有导向门，按照所述步骤e)启动空气喷射机构，向所述的导向门喷射压缩空气，驱动导向门在排气流道内运动。
  9. 根据权利要求8所述的复合式发动机制动的方法，其特征在于：所述的导向门位于涡轮增压器的涡轮机的入口通道内，导向门的铰链安置在排气歧管的出口与涡轮增压器的涡轮机的入口的连接处，导向门可以围绕所述的铰链在涡轮机的入口通道内转动，当导向门在无转动的初始位置时，导向门的内侧面朝向排气流道的内壁，所述的压缩空气喷射在导向门的内侧面上。
  10. 根据权利要求8所述的复合式发动机制动的方法，其特征在于：所述空气喷射机构往排气流道内的导向门的内侧面喷射压缩空气的位置在排气歧管的出口与涡轮增压器的涡轮机的入口的连接处。
  11. 根据权利要求8所述的复合式发动机制动的方法，其特征在于：所述的涡轮增压器的涡轮机有两个入口通道，每个涡轮机的入口通道内均设置有一扇导向门。
  12. 根据权利要求11所述的复合式发动机制动的方法，其特征在于：所述的涡轮机两个入口通道内的两扇导向门可以分开地独立转动或者连在一起同时转动。
  13. 根据权利要求1所述的复合式发动机制动的方法，其特征在于：所述空气喷射机构包括动力源和控制阀，所述的动力源包括空压机或储气罐，空压机或储气罐产生所述的压缩空气，所述的控制阀控制压缩空气的喷射时间和流量。
  14. 一种涡轮增压器控制装置，可安置在带有涡轮增压器的发动机上，其特征在于：所述涡轮增压器控制装置包括一个空气喷射机构，所述空气喷射机构包动力源、控制阀、出气管或喷嘴，所述的动力源包括空压机或储气罐，所述的控制阀控制空气的喷射时间和流量，所述的空气喷射机构通过出气管或喷嘴往发动机的排气流道内、或者涡轮增压器的涡轮叶片或压缩机叶轮喷射空气，控制涡轮增压机的运转。
  15. 根据权利要求14所述的增压器控制装置，其特征在于：所述的喷嘴包括具有扁平形状的喷头，所述的具有扁平形状的喷头包括一个以上数目的圆孔或扁槽，所述的圆孔或扁槽设置在单个或两个以上的层面上。
  16. 根据权利要求15所述的增压器控制装置，其特征在于：所述的圆孔或扁槽的数量和大小由喷射流体的流量、速度和距离决定。
  17. 根据权利要求14所述的增压器控制装置，其特征在于：还包括导向门，所述的导向门转动式地设置在排气流道内，当导向门在无转动的初始位置时，导向门的内侧面朝向排气流道的内壁，所述的空气喷射机构从排气流道外往位于排气流道内的导向门的内侧面喷射空气，驱动导向门旋转，改变排气流道内的排气气流。
  18. 根据权利要求17所述的增压器控制装置，其特征在于：所述的导向门的内侧面可以是不同的形状，包括平面、折面、凹面、组合面或其它曲面。
  19. 根据权利要求17所述的增压器控制装置，其特征在于：所述的排气流道包括涡轮增压器的涡轮机的入口通道，所述的导向门位于涡轮机的入口通道内，导向门的铰链安置在排气歧管的出口与涡轮增压器的涡轮机的入口的连接处，导向门围绕铰链在涡轮机的入口通道内转动。
  20. 根据权利要求17所述的增压器控制装置，其特征在于：所述的空气喷射机构包括在排气歧管的出口与涡轮增压器的涡轮机的入口通道之间安置的供气板，供气板上面设置有铰链槽，导向门的铰链安置在所述的铰链槽内。
  21. 根据权利要求14所述的增压器控制装置，其特征在于：所述空气喷射机构的出气管或喷嘴位于排气歧管的出口与涡轮增压器的涡轮机的入口的连接处。
  22. 根据权利要求14所述的增压器控制装置，其特征在于：所述的涡轮增压器的涡轮机有两个入口通道，每个涡轮机的入口通道内均设置有一扇导向门。
  23. 根据权利要求22所述的增压器控制装置，其特征在于：所述的涡轮机两个入口通道内的两扇导向门可以分开地独立转动或者连在一起同时转动。
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