Title of Invention	APPARATUS FOR INCREASING THE BRAKING POWER OF A MULTIPLE-CYLINDER INTERNAL-COMBUSTION ENGINE OF A VEHICLE
Abstract	The invention relates to an apparatus for increasing the braking power of a multiple-cylinder internal-combustion engine (3) of a vehicle during an engine-braking operation, which comprises an engine-braking apparatus inside the engine, a single- or multiple-stage exhaust-gas tuibochargei (4, 4") with (per stage) an exhaust-gas turbine (9) and a charge-air compressor (3) as well as two exhaust-gas collecting lines (5, 6), by way of which in each case the exhaust gas expelled from a plurality of cylinders is capable of being fed, combined group-wise, to a turbine inlet (8; 8a, 8b). Bach exhaust-gas collecting line (5, 6) is capable of being completely shut off during the engine-braking operation by a shut-off valve (10, 11). A by-paw line (12, 13), which communicates with a nozzle bore (16, 17) inside a well of the exhaust-gas turbine, branches off from the accumulation region of each exhaust-gas collecting line (5, 6) capable of being shut off. The two nozzle bores (16, 17) run in a plane at & right angle to the axis of the turbine wheel (20) either parallel to each other or at an acute angle and passing into each other and open, directed tangentially onto the outer region of the turbine wheel (20), into the turbine chamber (22) either by way of adjacent outlets (16". IT) or by way of a common nozzle outlet (2!). In this way, during an engine-braking operation, two partial flows of exhaust gas tic capable of branching off by way of the by-pass lines (12, 13) from the exhaust ps accumulated in the shut-off exhaust-gas collecting lines (5, 6), and they then encounter the rotor blades of the turbine wheel (20) at high pressure and at high speed by way of the nozzle bore* (16, 17). In this way, the exhaust-gas turbooharger (4, 4") is capable of being driven in an accelerated manner, and - as a result - compressed air is introduced into the combustion chambers of the internal-combustion engine, where it has the effect of increasing the braking power.

Title of Invention

APPARATUS FOR INCREASING THE BRAKING POWER OF A MULTIPLE-CYLINDER INTERNAL-COMBUSTION ENGINE OF A VEHICLE

Abstract

The invention relates to an apparatus for increasing the braking power of a multiple-cylinder internal-combustion engine (3) of a vehicle during an engine-braking operation, which comprises an engine-braking apparatus inside the engine, a single- or multiple-stage exhaust-gas tuibochargei (4, 4") with (per stage) an exhaust-gas turbine (9) and a charge-air compressor (3) as well as two exhaust-gas collecting lines (5, 6), by way of which in each case the exhaust gas expelled from a plurality of cylinders is capable of being fed, combined group-wise, to a turbine inlet (8; 8a, 8b). Bach exhaust-gas collecting line (5, 6) is capable of being completely shut off during the engine-braking operation by a shut-off valve (10, 11). A by-paw line (12, 13), which communicates with a nozzle bore (16, 17) inside a well of the exhaust-gas turbine, branches off from the accumulation region of each exhaust-gas collecting line (5, 6) capable of being shut off. The two nozzle bores (16, 17) run in a plane at & right angle to the axis of the turbine wheel (20) either parallel to each other or at an acute angle and passing into each other and open, directed tangentially onto the outer region of the turbine wheel (20), into the turbine chamber (22) either by way of adjacent outlets (16". IT) or by way of a common nozzle outlet (2!). In this way, during an engine-braking operation, two partial flows of exhaust gas tic capable of branching off by way of the by-pass lines (12, 13) from the exhaust ps accumulated in the shut-off exhaust-gas collecting lines (5, 6), and they then encounter the rotor blades of the turbine wheel (20) at high pressure and at high speed by way of the nozzle bore* (16, 17). In this way, the exhaust-gas turbooharger (4, 4") is capable of being driven in an accelerated manner, and - as a result - compressed air is introduced into the combustion chambers of the internal-combustion engine, where it has the effect of increasing the braking power.

Full Text	The invention relates to an apparatus for increasing the braking power of a multiple-cylinder intemal-combustkm engine of a vehicle during an engine-braking operation, according to WE CLAIM: 1. An apparatus for increasing the braking power of a multiple-cylinder internal-combus¬tion engine of a vehicle during an engine-braking operation, which comprises an engine-braking apparatus inside the engine, a single- or multiple-stage exhaust-gas turbocharger (4, 4') with (per stage) an exhaust-gas turbine (9) and a charge-air com¬pressor (3) as well as two exhaust-gas collecting lines (5, 6), by way of which in each case the exhaust gas expelled from a plurality of cylinders is capable of being fed, combined group-wise, to a turbine inlet (8; 8a, 8b), wherein - each exhaust-gas collecting line (5, 6) is capable of being completely shut off by a shut-off valve (10, 11) during the engine-braking operation, - a by-pass line (12, 13) branches off from the region of each exhaust-gas collecting line (5, 6) capable of being shut off, - each by-pass line (12, 13) communicates with a nozzle bore (16, 17) which is formed in a turbine wall (18) of the exhaust-gas turbine (9; 9b), - the two nozzle bores (16, 17) either a) extending parallel to each other and by way of one outlet (16', 17') parallel to the other in each case, or b) extending at an acute angle to each other and passing into each other and then by way of a common outlet (21), open, directed tangentially onto the outer region of the turbine wheel (20), into the turbine chamber (22) in a plane at a right angle to the axis of the turbine wheel (20), - during an engine-braking operation, two partial flows of exhaust gas are capable of branching off by way of the by-pass lines (12, 13) from the exhaust gas accumu¬ lated in the shut-off exhaust-gas collecting lines (5, 6), and they then encounter, either in the form of two jets of exhaust gas or joined to form one jet of exhaust gas. the rotor blades of the turbine wheel (20) at high pressure and at high speed by way of the nozzle bores (16, 17), and in this way the turbocharger (4, 4') is capable of being driven in an accelerated manner, and, as a result, compressed air is capable of being supplied to the combustion chambers of the internal-combustion engine (1), with the effect of increasing the braking power there. 2. An apparatus as claimed in Claim 1, wherein each by-pass line (12, 13) is capable of being shut off or switched to through-flow by a controllable valve (14, 15). 3. An apparatus as claimed in Claim 2, wherein the two controllable valves (14, 15) are capable of being actuated in each case by means of an electro-pneumatic or electro¬magnetic control device (23) which receives its control commands from an electronic control device (24), in particular an onboard computer or vehicle-guiding computer. 4. An apparatus as claimed in Claim 3, wherein a control strategy for opening, keeping open and closing the two valves (14, 15) is stored or saved in terms of data in the electronic control device (24). 5. An apparatus as claimed in Claim 4, wherein the control strategy stored in the electronic control device (24) is developed in such a way that the two valves (14, 15) are set to through-flow at the beginning of an engine braking or staggered time-wise after that when an increased engine-braking requirement is detected, and they are moved to the shut-off setting again when a pre-set rotational speed of the engine is not reached. 6. An apparatus as claimed in Claim 4, wherein the control strategy stored in the electronic control device (24) is also developed in order to exert an influence upon the turbine operation outside engine-braking phases, i. e. normal engine operation, in such a way that a change in the rotational speed of the turbocharger is capable of being achieved in the sense of a variable turbine geometry when the shut-off valves (10, 11) are open and the exhaust-gas lines (5, 6) are traversable in specified charging and/or rotational-speed ranges of the engine by purposeful opening, keeping open and closing again of the valves (14, 15) and thus, in an associated manner, a purposeful intro¬duction of a jet of gas into the exhaust-gas turbine (9) in addition to the two normal volume flows of exhaust gas. 7. An apparatus as claimed in one or more of Claims 2 to 6, wherein the two valves (14, 15) and the associated control apparatus (23) are designed in such a way that not only are the by-pass lines (12, 13) capable of being set to on and off by the valves (14, 15), but their effective through-flow cross-section is also capable of being influenced, throttled or set in a variable manner. 8. An apparatus as claimed in Claim 1 or 2, wherein a plurality of parts of the apparatus are combined in a compact switching module (36) which is capable of being fitted as a pre-fabricated and pre-assembled structural unit between a flange (71) at the turbine inlet and a flange situated at the end on the two exhaust-gas collecting lines (5,6). 9. An apparatus as claimed in Claim 8, wherein two exhaust-gas ports (38, 39) are provided adjacent to each other in a base structure (37) of the switching module (36), each of the said exhaust-gas ports communicating at the inlet with an exhaust-gas collecting line (5 and 6 respectively) and opening at the outlet into a common exhaust-gas port (7) in the interior of the base structure, a shut-off valve (10 and 11 respec¬tively) is fitted in each of the exhaust-gas ports (38, 39), and, in addition, the by-pass lines (12. 13) are also formed in the base structure (37) of the switching module (36). 10. An apparatus as claimed in Claim 9, wherein each of the by-pass lines (12, 13) in the base structure (37) of the switching module (36) has two portions, wherein the first portion is formed by a blind bore (40 and 41 respectively) branching off from an exhaust-gas port (38, 39) substantially at a right angle upwards or downwards, and wherein the following second portion is formed by a bore (42, 43) which starts from the blind bore (40 and 41 respectively) in each case and opens at the front end face (37a) - at the turbine end - of the base structure (37) of the switching module and which communicates with one of the two nozzle bores (16 and 17 respectively) in the interior of the turbine housing. 11. An apparatus as claimed in Claim 8, wherein two continuous exhaust-gas ports (38, 39) are provided adjacent to each other in a base structure (37) of the switching module (36), each of the said exhaust-gas ports communicating at the inlet with an exhaust-gas collecting line (5 and 6 respectively) and at the outlet with a turbine inlet (8a, 8b), a shut-off valve (10 and 11 respectively) is fitted in each of the exhaust-gas ports (38, 39), and, in addition, the by-pass lines (12, 13) and the valves (14, 15) setting them to on and off and at least parts of the associated control devices (23, 65) are also incorporated in the base structure (37) of the switching module (36). 12. An apparatus as claimed in Claim 11, wherein in the base structure (37) of the switching module (36) a blind bore (40, 41) branches off as a first portion of a by-pass line (12 and 13 respectively) from each exhaust-gas port (38, 39) substantially at a right angle upwards or downwards, the associated valve (14, 15) with its valve plate (14', 15') being capable of being moved in a reciprocating manner between a shut-off position and a through-flow position and optionally being also capable of being set in intermediate positions in the said blind bore (40, 41), a bore (42, 43), which opens at the front end face (37a) of the base structure (37) of the switching module and which communicates with one of the two nozzle bores (16, 17) in the interior of the turbine housing, starts as a further portion of a by-pass line (12 and 13 respectively) from each blind bore (40, 41) in each case, and the valve plate (14', 15') of each valve (14, 15) is coupled to a control member (49, 50) of the associated control device (23) by way of a shaft (47, 48) guided coaxially in a bore (45. 46) in the base structure (37) of the switching module (36). 13. An apparatus as claimed in Claim 12, wherein in the case of an electro-pneumatic control apparatus (23) the shaft (47, 48) of each valve (14, 15) is connected to a setting piston (49, 50) which forms a part of the said electro-pneumatic control apparatus (23) and which separates a front compression chamber (53, 54) from a rear compression chamber (55, 56) in a control chamber (51, 52) formed in the base structure (37) behind the blind bore (40, 41) separately and coaxially with the latter, which compression chambers (55, 56) are connected by way of a pressure line (57, 58; 59, 60) in each case to an outlet of a through-flow / shut-off valve (30, 31), one inlet of which is connected to a source (25) of compressed air and the other inlet of which is connected to the atmosphere, so that the compression chambers are capable of being acted upon with compressed air and released from compressed air in an alternating manner in one or other direction depending upon the switching setting of the respec¬tive through-flow / shut-off valve (30, 31) for actuating the valve (14, 15). 14. An apparatus as claimed in Claim 9, wherein the two shut-off valves (10, 11) are fastened for synchronous and equal-acting actuation on a control axle (61) which is mounted in a rotatable manner in a receiving bore passing transversely through the base structure (37) of the switching module (36) and which is coupled by way of a lever (62) arranged on the outside to a piston rod (63) on the other free end of which is arranged a piston (64) which separates a front compression chamber (66) from a rear compression chamber (67) in a pneumatic compression cylinder (65), wherein the two compression chambers (66, 67) are connected by way of pressure lines (68, 69) to the outlets of the through-flow / shut-off valve (32) by way of which they are capable of being acted upon with compressed air or released from compressed air in an alternating manner in one or other direction depending upon the switching setting of the said through-flow / shut-off valve (32) for the displacement of the piston (64) and thus the shut-off valves (10, 11). 15. An apparatus as claimed in Claim 14, wherein the compression cylinder (65) is fastened to the base structure (37) of the switching module (36) on the outside. 16. An apparatus as claimed in Claim 1, wherein the nozzle bores (16, 17) are made cylindrical or slightly conical towards their outlet (16', 17', 21).

Full Text

The invention relates to an apparatus for increasing the braking power of a multiple-cylinder intemal-combustkm engine of a vehicle during an engine-braking operation, according to

WE CLAIM:
1. An apparatus for increasing the braking power of a multiple-cylinder internal-combus¬tion engine of a vehicle during an engine-braking operation, which comprises an engine-braking apparatus inside the engine, a single- or multiple-stage exhaust-gas turbocharger (4, 4') with (per stage) an exhaust-gas turbine (9) and a charge-air com¬pressor (3) as well as two exhaust-gas collecting lines (5, 6), by way of which in each case the exhaust gas expelled from a plurality of cylinders is capable of being fed, combined group-wise, to a turbine inlet (8; 8a, 8b), wherein
- each exhaust-gas collecting line (5, 6) is capable of being completely shut off by a shut-off valve (10, 11) during the engine-braking operation,
- a by-pass line (12, 13) branches off from the region of each exhaust-gas collecting line (5, 6) capable of being shut off,
- each by-pass line (12, 13) communicates with a nozzle bore (16, 17) which is formed in a turbine wall (18) of the exhaust-gas turbine (9; 9b),
- the two nozzle bores (16, 17) either

a) extending parallel to each other and by way of one outlet (16', 17') parallel to the other in each case, or
b) extending at an acute angle to each other and passing into each other and then by way of a common outlet (21),
open, directed tangentially onto the outer region of the turbine wheel (20), into the turbine chamber (22) in a plane at a right angle to the axis of the turbine wheel (20),
- during an engine-braking operation, two partial flows of exhaust gas are capable of
branching off by way of the by-pass lines (12, 13) from the exhaust gas accumu¬
lated in the shut-off exhaust-gas collecting lines (5, 6), and they then encounter,
either in the form of two jets of exhaust gas or joined to form one jet of exhaust gas.
the rotor blades of the turbine wheel (20) at high pressure and at high speed by way of the nozzle bores (16, 17), and in this way the turbocharger (4, 4') is capable of being driven in an accelerated manner, and, as a result, compressed air is capable of being supplied to the combustion chambers of the internal-combustion engine (1), with the effect of increasing the braking power there.
2. An apparatus as claimed in Claim 1, wherein each by-pass line (12, 13) is capable of being shut off or switched to through-flow by a controllable valve (14, 15).
3. An apparatus as claimed in Claim 2, wherein the two controllable valves (14, 15) are capable of being actuated in each case by means of an electro-pneumatic or electro¬magnetic control device (23) which receives its control commands from an electronic control device (24), in particular an onboard computer or vehicle-guiding computer.
4. An apparatus as claimed in Claim 3, wherein a control strategy for opening, keeping open and closing the two valves (14, 15) is stored or saved in terms of data in the electronic control device (24).
5. An apparatus as claimed in Claim 4, wherein the control strategy stored in the electronic control device (24) is developed in such a way that the two valves (14, 15) are set to through-flow at the beginning of an engine braking or staggered time-wise after that when an increased engine-braking requirement is detected, and they are moved to the shut-off setting again when a pre-set rotational speed of the engine is not reached.
6. An apparatus as claimed in Claim 4, wherein the control strategy stored in the electronic control device (24) is also developed in order to exert an influence upon the turbine operation outside engine-braking phases, i. e. normal engine operation, in such a way that a change in the rotational speed of the turbocharger is capable of being
achieved in the sense of a variable turbine geometry when the shut-off valves (10, 11) are open and the exhaust-gas lines (5, 6) are traversable in specified charging and/or rotational-speed ranges of the engine by purposeful opening, keeping open and closing again of the valves (14, 15) and thus, in an associated manner, a purposeful intro¬duction of a jet of gas into the exhaust-gas turbine (9) in addition to the two normal volume flows of exhaust gas.
7. An apparatus as claimed in one or more of Claims 2 to 6, wherein the two valves (14, 15) and the associated control apparatus (23) are designed in such a way that not only are the by-pass lines (12, 13) capable of being set to on and off by the valves (14, 15), but their effective through-flow cross-section is also capable of being influenced, throttled or set in a variable manner.
8. An apparatus as claimed in Claim 1 or 2, wherein a plurality of parts of the apparatus are combined in a compact switching module (36) which is capable of being fitted as a pre-fabricated and pre-assembled structural unit between a flange (71) at the turbine inlet and a flange situated at the end on the two exhaust-gas collecting lines (5,6).
9. An apparatus as claimed in Claim 8, wherein two exhaust-gas ports (38, 39) are provided adjacent to each other in a base structure (37) of the switching module (36), each of the said exhaust-gas ports communicating at the inlet with an exhaust-gas collecting line (5 and 6 respectively) and opening at the outlet into a common exhaust-gas port (7) in the interior of the base structure, a shut-off valve (10 and 11 respec¬tively) is fitted in each of the exhaust-gas ports (38, 39), and, in addition, the by-pass lines (12. 13) are also formed in the base structure (37) of the switching module (36).
10. An apparatus as claimed in Claim 9, wherein each of the by-pass lines (12, 13) in the base structure (37) of the switching module (36) has two portions, wherein the first portion is formed by a blind bore (40 and 41 respectively) branching off from an
exhaust-gas port (38, 39) substantially at a right angle upwards or downwards, and wherein the following second portion is formed by a bore (42, 43) which starts from the blind bore (40 and 41 respectively) in each case and opens at the front end face (37a) - at the turbine end - of the base structure (37) of the switching module and which communicates with one of the two nozzle bores (16 and 17 respectively) in the interior of the turbine housing.
11. An apparatus as claimed in Claim 8, wherein two continuous exhaust-gas ports (38, 39) are provided adjacent to each other in a base structure (37) of the switching module (36), each of the said exhaust-gas ports communicating at the inlet with an exhaust-gas collecting line (5 and 6 respectively) and at the outlet with a turbine inlet (8a, 8b), a shut-off valve (10 and 11 respectively) is fitted in each of the exhaust-gas ports (38, 39), and, in addition, the by-pass lines (12, 13) and the valves (14, 15) setting them to on and off and at least parts of the associated control devices (23, 65) are also incorporated in the base structure (37) of the switching module (36).
12. An apparatus as claimed in Claim 11, wherein in the base structure (37) of the switching module (36) a blind bore (40, 41) branches off as a first portion of a by-pass line (12 and 13 respectively) from each exhaust-gas port (38, 39) substantially at a right angle upwards or downwards, the associated valve (14, 15) with its valve plate (14', 15') being capable of being moved in a reciprocating manner between a shut-off position and a through-flow position and optionally being also capable of being set in intermediate positions in the said blind bore (40, 41), a bore (42, 43), which opens at the front end face (37a) of the base structure (37) of the switching module and which communicates with one of the two nozzle bores (16, 17) in the interior of the turbine housing, starts as a further portion of a by-pass line (12 and 13 respectively) from each blind bore (40, 41) in each case, and the valve plate (14', 15') of each valve (14, 15) is coupled to a control member (49, 50) of the associated control device (23) by way of a shaft (47, 48) guided coaxially in a bore (45. 46) in the base structure (37) of the
switching module (36).
13. An apparatus as claimed in Claim 12, wherein in the case of an electro-pneumatic control apparatus (23) the shaft (47, 48) of each valve (14, 15) is connected to a setting piston (49, 50) which forms a part of the said electro-pneumatic control apparatus (23) and which separates a front compression chamber (53, 54) from a rear compression chamber (55, 56) in a control chamber (51, 52) formed in the base structure (37) behind the blind bore (40, 41) separately and coaxially with the latter, which compression chambers (55, 56) are connected by way of a pressure line (57, 58; 59, 60) in each case to an outlet of a through-flow / shut-off valve (30, 31), one inlet of which is connected to a source (25) of compressed air and the other inlet of which is connected to the atmosphere, so that the compression chambers are capable of being acted upon with compressed air and released from compressed air in an alternating manner in one or other direction depending upon the switching setting of the respec¬tive through-flow / shut-off valve (30, 31) for actuating the valve (14, 15).
14. An apparatus as claimed in Claim 9, wherein the two shut-off valves (10, 11) are fastened for synchronous and equal-acting actuation on a control axle (61) which is mounted in a rotatable manner in a receiving bore passing transversely through the base structure (37) of the switching module (36) and which is coupled by way of a lever (62) arranged on the outside to a piston rod (63) on the other free end of which is arranged a piston (64) which separates a front compression chamber (66) from a rear compression chamber (67) in a pneumatic compression cylinder (65), wherein the two compression chambers (66, 67) are connected by way of pressure lines (68, 69) to the outlets of the through-flow / shut-off valve (32) by way of which they are capable of being acted upon with compressed air or released from compressed air in an alternating manner in one or other direction depending upon the switching setting of the said through-flow / shut-off valve (32) for the displacement of the piston (64) and thus the shut-off valves (10, 11).
15. An apparatus as claimed in Claim 14, wherein the compression cylinder (65) is
fastened to the base structure (37) of the switching module (36) on the outside.
16. An apparatus as claimed in Claim 1, wherein the nozzle bores (16, 17) are made cylindrical or slightly conical towards their outlet (16', 17', 21).

Documents:

2740-DEL-2006- Correspondence-Others.pdf

2740-del-2006-abstract.pdf

2740-DEL-2006-Claims-(17-08-2011).pdf

2740-del-2006-Claims-(22-05-2013).pdf

2740-del-2006-claims.pdf

2740-del-2006-Correspondence Others-(12-04-2013).pdf

2740-del-2006-Correspondence Others-(17-05-2013).pdf

2740-DEL-2006-Correspondence Others-(17-08-2011).pdf

2740-deL-2006-Correspondence Others-(27-07-2012).pdf

2740-DEL-2006-Correspondence-Others-(13-10-2010).pdf

2740-del-2006-Correspondence-Others-(22-05-2013).pdf

2740-DEL-2006-Correspondence-Others-(26-12-2011).pdf

2740-del-2006-correspondence-others-1.pdf

2740-DEL-2006-Description (Complete)-(17-08-2011).pdf

2740-del-2006-description (complete).pdf

2740-del-2006-Drawings-(27-07-2012).pdf

2740-del-2006-drawings.pdf

2740-DEL-2006-Form-1-(17-08-2011).pdf

2740-del-2006-Form-1-(27-07-2012).pdf

2740-del-2006-form-1.pdf

2740-del-2006-form-18.pdf

2740-DEL-2006-Form-2-(17-08-2011).pdf

2740-del-2006-Form-2-(27-07-2012).pdf

2740-del-2006-form-2.pdf

2740-del-2006-Form-3-(12-04-2013).pdf

2740-DEL-2006-Form-3-(13-10-2010).pdf

2740-DEL-2006-Form-3-(26-12-2011).pdf

2740-DEL-2006-Form-3.pdf

2740-del-2006-form-5.pdf

2740-DEL-2006-GPA-(17-08-2011).pdf

2740-del-2006-Petition-137-(17-05-2013).pdf

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Patent Number

256802

Indian Patent Application Number

2740/DEL/2006

PG Journal Number

31/2013

Publication Date

02-Aug-2013

Grant Date

30-Jul-2013

Date of Filing

20-Dec-2006

Name of Patentee

MAN TRUCK & BUS OSTERREICH AG

Applicant Address

POSTFACH 222,SCHONAUERSTRABE 5,A-4400 STEYR,AUSTRIA

Inventors:

#	Inventor's Name	Inventor's Address
1	RAMMER, FRANZ	ROSEGGERSTRASSE 2,A-4493 WOLFERM,AUSTRIA,
2	LEITENMAYR,FRANZ	STELZHAMERSTRASSE 7,A-4320 PERG, AUSTRIA
3	RAAB, GOTTFRIED	SCHWEMMPLATZSTRASSE 29,A-4320 PERG,AUSTRIA

PCT International Classification Number

F02N17/00

PCT International Application Number

N/A

PCT International Filing date

PCT Conventions:

#	PCT Application Number	Date of Convention	Priority Country
1	A 2037/2005	2005-12-20	Austria