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In an engine braking method for a supercharged internal combustion engine, wherein combustion air, which is under boost pressure and is supplied to the cylinders under the control of engine inlet and outlet valves, is compressed in the cylinders and is subsequently discharged into the exhaust tract,

In an engine braking method for a supercharged internal combustion engine, wherein combustion air, which is under boost pressure and is supplied to the cylinders under the control of engine inlet and outlet valves, is compressed in the cylinders and is subsequently discharged into the exhaust tract, engine braking takes place in a two-stroke operating mode.

대표청구항 ▼

What is claimed is: 1. An engine braking method, to be carried out in a two-stroke mode, for a supercharged internal combustion engine, in which combustion air, which is supplied to cylinders (1) under boost pressure, is compressed in the cylinders (1) by controlling of charge exchange valves (5, 7

What is claimed is: 1. An engine braking method, to be carried out in a two-stroke mode, for a supercharged internal combustion engine, in which combustion air, which is supplied to cylinders (1) under boost pressure, is compressed in the cylinders (1) by controlling of charge exchange valves (5, 7),) and is subsequently discharged into the exhaust tract (16), said method comprising the steps of: opening during an expansion stroke of a piston in the cylinder (1), an inlet valve (5) before the piston reaches a bottom dead center position (UT) and closing it again after the bottom dead center (UT) is overshot, a closing time point (ES) of the inlet valve (5) lying within a 30�� crank angle range after bottom dead center (UT), and, in a subsequent compression stroke, opening an outlet valve (7) before the piston reaches its top dead center position (OT) and closing the outlet valve again after the top dead center position (OT) is overshot. 2. The engine braking method as claimed in claim 1, wherein the opening time point (A��) of the outlet valve (7) lies within a 30�� crank angle range before the top dead center (OT). 3. The engine braking method as claimed in claim 1, wherein the opening time point (E��) of the inlet valve (5) lies within a 30�� crank angle range before bottom dead center (UT). 4. The engine braking method as claimed in claim 1, wherein the inlet valve is opened between 30�� after the top dead center (OT) and before the bottom dead center (UT) is reached as a function of the current braking power requirement. 5. The engine braking method as claimed in claim 1, wherein the closing time point (AS) of the outlet valve (7) lies within a 20�� crank angle range before or after the opening time point (E��) of the inlet valve (5). 6. The engine braking method as claimed in claim 1, wherein a brake valve (8) opening into the exhaust tract (16) of the internal combustion engine is provided in addition to the outlet valves (7) to be actuated during fueled drive. 7. The engine braking method as claimed in claim 6, wherein, for carrying out the engine braking method, the outlet valves (7) are opened and closed, and, during engine braking, the brake valve (8) remains permanently open. 8. The engine braking method as claimed in claim 1, wherein, to increase the exhaust back pressure, a variable turbine geometry (13) in the exhaust gas turbine (10) for variably setting the effective turbine inlet cross section is moved into a blocking position. 9. The engine braking method as claimed in claim 1, wherein, in the two-stroke engine braking method, a turbo braking factor (TBF) of the exhaust gas turbocharger, which is related to engine braking at maximum braking power and which is determined according to the relation description="In-line Formulae" end="lead"TBF=AT*DT/VHdescription="In-line Formulae" end="tail" from the parameters AT free flow cross section in the exhaust gas path to the turbine at maximum braking power DT inlet diameter of the turbine wheel VH piston-swept volume of the internal combustion engine, has a value lower than 0.0075 (7.5‰): description="In-line Formulae" end="lead"TBF<0.0075.description="In-line Formulae" end="tail" 10. The engine braking method as claimed in claim 1, wherein a changeover is made between the two-stroke engine braking method and a four-stroke engine braking method as a function of engine state and operating variables. 11. The engine braking method as claimed in claim 10, wherein the turbo braking factor (TBF) of the exhaust gas turbocharger assumes in the four-stroke engine braking method a value lower than 0.005 (5‰): description="In-line Formulae" end="lead"TBF<0.005.description="In-line Formulae" end="tail"