Engine compression braking apparatus utilizing a variable geometry turbocharger

Claim 2

A brake control for an engine having a variable geometry turbocharger which is controllable to vary intake manifold pressure and wherein the engine is operable in a powering mode for driving a load and a braking mode during which an engine exhaust valve is opened to allow compressed gases in an associated combustion chamber to escape during a compression stroke and thereby brake the load, comprising: a turbocharger geometry actuator for varying turbocharger geometry; an exhaust valve actuator for opening the exhaust valve; and means operable while the engine is in the braking mode and responsive to a command representing a desired condition for operating the turbocharger geometry actuator and the exhaust valve actuator to vary the timing and duration of the opening of the exhaust valve and thereby permit selection of an adjustable braking magnitude.

Claim 3

The brake control of claim 1, wherein the operating means is implemented by an engine control module responsive to an engine condition.

Claim 4

The brake control of claim 1, wherein the operating means includes a look-up table responsive to engine speed and the command and developing a first signal representing commanded turbocharger geometry.

Claim 5

The brake control of claim 3, wherein the operating means further includes an additional look-up table responsive to the first signal for developing a second signal for operating the turbocharger geometry actuator.

Claim 6

The brake control of claim 4, wherein the operating means further includes means for providing a third signal for operating the exhaust valve actuator.

Claim 7

The brake control of claim 5, wherein the providing means operates the exhaust valve actuator at a fixed timing point.

Claim 8

The brake control of claim 5, wherein the providing means includes a third look-up table responsive to engine speed and the command.

Claim 9

The brake control of claim 2, wherein the command comprises a braking magnitude signal.

Claim 10

The brake control of claim 2, wherein the command comprises a speed magnitude signal.

Claim 11

The brake control of claim 9, wherein the operating means is responsive to an actual speed signal representing actual load speed and further includes a summer for developing an error signal representing a magnitude difference between the speed magnitude signal and the actual speed signal.

Claim 12

The brake control of claim 1, wherein the operating means includes a look-up table responsive to engine speed and the command and developing an operating signal for the exhaust valve actuator.

Claim 13

The brake control of claim 11, wherein the operating means further includes a circuit which develops an additional operating signal at a constant magnitude for the turbocharger geometry actuator.

Claim 14

A brake control for an engine including a variable geometry turbocharger having vanes that are movable to vary engine intake manifold pressure and wherein the engine is operable in a powering mode for propelling a vehicle and a braking mode during which each of a plurality of engine exhaust valves is opened to allow compressed gases in an associated combustion chamber to escape during a compression stroke and thereby brake the vehicle, comprising: a vane actuator for varying turbocharger geometry; a plurality of exhaust valve actuators each for opening an associated exhaust valve; and an engine control operable while the engine is in the braking mode and responsive to a sensed engine condition and an operator command representing a desired vehicle condition for variably operating both the vane actuator and the exhaust valve actuator to vary the timing and duration of the opening of the exhaust valve and thereby permit selection of an adjustable braking magnitude.

Claim 15

A brake control for an engine including a variable geometry turbocharger having vanes that are movable to vary engine intake manifold pressure and wherein the engine is operable in a powering mode for propelling a vehicle and a braking mode during which each of a plurality of engine exhaust valves is opened to allow compressed gases in an associated combustion chamber to escape during a compression stroke and thereby brake the vehicle, comprising: a vane actuator for varying turbocharger geometry; a plurality of exhaust valve actuators each for opening an associated exhaust valve; and an engine control operable while the engine is in the braking mode and responsive to a sensed engine condition and an operator command representing a desired vehicle condition for variably operating both the vane actuator and the exhaust valve actuator to vary the timing and duration of the opening of the exhaust valve and thereby permit selection of an adjustable braking magnitude.

Claim 16

The brake control of claim 13, wherein the engine control includes a look-up table responsive to engine speed and the operator command and developing a signal representing commanded vane position.

Claim 17

The brake control of claim 14, wherein the engine control further includes an additional look-up table responsive to the first signal for developing an operating signal for operating the vane actuator.

Claim 18

The brake control of claim 15, wherein the engine control further includes a third look-up table responsive to engine speed and the operator command and operates the exhaust valve actuators at variable timing points.

Claim 19

The brake control of claim 15, wherein the providing means further operates each exhaust valve actuator for a variable duration.

Claim 20

The brake control of claim 13, wherein the desired vehicle condition comprises engine braking magnitude.

Claim 21

The brake control of claim 13, wherein the desired vehicle condition comprises vehicle speed and wherein the operator command comprises a commanded speed signal developed by a cruise control.

Claim 22

The brake control of claim 19, wherein the engine control is responsive to an actual speed signal representing actual vehicle speed and further includes a summer for developing an error signal representing a magnitude difference between the commanded speed signal and the actual speed signal.

Claim 23

The brake control of claim 13, wherein the engine control includes a look-up table responsive to engine speed and the operator command and developing an operating signal for the exhaust valve actuator.