DE102014212965B4 - Turbocharger system with an air-cooled solenoid valve - Google Patents

Abstract

A turbocharger system (54) comprising: a turbine bypass line (108) in fluid communication with a turbine inlet (102) and a turbine outlet (106); a wastegate actuator (116) coupled to a wastegate (114) in the turbine bypass line (108) , which adjusts a wastegate position; andan air-cooled solenoid valve (700) coupled to the wastegate actuator (116) that adjusts a position of the wastegate actuator (116) and receives cooling airflow from an intake manifold (64) that is upstream of a mechanically coupled to a turbine (60). Compressor (58) is positioned.

Description

The present disclosure relates to an air-cooled solenoid valve in a turbocharger system in a vehicle.

Boost pressure devices, such as turbochargers and superchargers, may be used in engines. Turbochargers can increase the engine's power output for a given displacement compared to a naturally aspirated engine.

For example, from the GB 1 519 108 A discloses a turbocharger system having a turbine bypass associated with an air-cooled diaphragm actuated valve that controls flow through the bypass.

The DE 10 2006 000 136 A1 discloses the use of an electric actuator coupled to a wastegate actuator.

From the DE 40 02 081 A1 A turbocharger system is known that includes a turbine bypass passage in fluid communication with a turbine inlet and a turbine outlet; a wastegate actuator coupled to a wastegate in the turbine bypass passage that adjusts a wastegate position; and a solenoid valve coupled to the wastegate actuator that adjusts a position of the wastegate actuator.

It may be desirable to reduce the flow path between the turbine in the turbocharger and the combustion chambers by positioning the turbine near the exhaust ports of the cylinders. Such a positioning reduces the losses in the exhaust flow and thereby makes it possible to increase the speed of the turbine. The increased turbine speed increases the amount of compression provided by the compressor. As a result, the power output of the engine can be increased.

However, due to the turbine's proximity to the combustor, the turbine and surrounding components may experience higher temperatures. In some engines, the exhaust manifold and turbine housing can have radiating surface temperatures in excess of 900 degrees Celsius. As a result, the turbine and surrounding components may experience thermal degradation, reducing component longevity. For example, boost pressure control valves (wastegates) can fail under such over-temperature conditions. Wastegate actuators can be particularly sensitive to higher temperatures due to the properties of the valve control components they contain, such as circuits, magnets, etc.

U.S. 4,630,445A discloses a turbocharger with a wastegate valve for adjusting the amount of exhaust gas provided to a turbine in the turbocharger. A heat shield is used in the wastegate to protect the valve stem in the wastegate from high temperatures. The inventors have several disadvantages in the in U.S. 4,630,445A disclosed wastegate valve detected. For example, the heat shield can reduce the amount of heat transferred to the wastegate, but not actively cool the wastegate. Furthermore, heat may be transferred to the wastegate components via paths that are not secured by the heat shield. Consequently, at the in U.S. 4,630,445A disclosed wastegate overtemperatures still occur during engine operation.

Likewise, attempts have been made to cool the wastegate actuator via engine coolant diverted from the engine cooling system. However, using engine coolant to cool the wastegate actuator may require highly integrated piping and increases the likelihood of coolant leaks through new leak paths. The highly integrated cable routing can also be expensive.

As such, a turbocharger system is provided in one approach. The turbocharger system includes a turbine positioned downstream of a combustor and a turbine bypass passage in fluid communication with a turbine inlet and a turbine outlet. The turbocharger system further includes a wastegate positioned in the turbine bypass passage, a wastegate actuator coupled to the wastegate that adjusts a position of the wastegate, and an air-cooled solenoid valve coupled to the wastegate actuator that adjusts a position of the wastegate actuator, wherein the air-cooled solenoid valve receives a flow of cooling air from an intake line positioned upstream of a compressor mechanically coupled to the turbine.

In this way, cooling for the solenoid valve is provided via the intake air, which reduces the thermal load on the solenoid valve. Consequently, if air cooling is provided, the longevity of the solenoid valve may increase. Furthermore, if intake air is used to cool the solenoid valve, cooling of the solenoid valve via the engine coolant can be avoided or reduced if desired. As a result, costs and com are reduced complexity of the engine, and the likelihood of coolant leaks and potential deterioration of the cooling system are reduced.

• zeigt ein Fahrzeug mit einem Motor, der ein Turbolader-System aufweist;
• zeigt ein Fahrzeug mit einem Motor, der ein Turbolader-System aufweist;
• zeigt eine Detailansicht des Einlasses der verzweigten Ansaugleitung, welcher in dem in gezeigten Turbolader-System enthalten ist;
• zeigt eine Detailansicht des Wastegate-Stellgliedes, welches in dem in gezeigten Turbolader-System enthalten ist;
• zeigt eine Detailansicht des Wastegate-Stellgliedes, welches in dem in gezeigten Turbolader-System enthalten ist;
• zeigt ein Verfahren für den Betrieb eines Turbolader-Systems, beispielsweise des Turbolader-Systems aus den oder ;
• zeigt ein Fahrzeug mit einem Motor, der ein Turbolader-System aufweist; und
• zeigt eine Detailansicht des Magnetventils, welches in dem in gezeigten Turbolader-System enthalten ist.

The above advantages and other advantages and features of the present description are readily apparent in the following detailed description, either alone or in connection with the accompanying drawings. It should be noted that the summary above is provided to introduce in simplified form a selection of concepts that are further described in the detailed description. The Abstract is not intended to identify key features or essential features of the claimed subject matter; the scope of the subject invention is defined solely by the claims that follow the detailed description. Furthermore, the claimed subject matter is not limited to implementations that solve any disadvantages noted above or elsewhere in this disclosure. In addition, the problems mentioned above were recognized by the inventors and are not admitted to be known.

• shows a vehicle with an engine having a turbocharger system;
• shows a vehicle with an engine having a turbocharger system;
• shows a detailed view of the inlet of the branched intake manifold, which is in the in Turbocharger system shown is included;
• shows a detailed view of the wastegate actuator, which is used in the Turbocharger system shown is included;
• shows a detailed view of the wastegate actuator, which is used in the Turbocharger system shown is included;
• shows a method for the operation of a turbocharger system, such as the turbocharger system of the or ;
• shows a vehicle with an engine having a turbocharger system; and
• shows a detailed view of the solenoid valve, which is used in the in shown turbocharger system is included.

A turbocharger system with an air-cooled wastegate actuator and/or an air-cooled solenoid valve is described herein. The wastegate actuator converts electrical control signals received from a control system into mechanical actuating movement. The mechanical actuating movement is transmitted from the wastegate actuator to the wastegate valve in the turbine bypass line. Intake air may be directed to the wastegate actuator to cool the actuator and then returned to the intake system. In one example, uncompressed intake air may be directed to the wastegate actuator to cool the actuator and then returned back to the compressor inlet. In this way, exhaust heat transferred to the wastegate actuator can be dissipated into the cooling air. Further, when using charge air cooling downstream of the compressor, the heated intake air can then be cooled before being admitted to the engine.

Thus, in one embodiment, the air-cooled wastegate actuator receives intake air from the intake system to reduce the temperature of the wastegate actuator and thereby reduce the likelihood of wastegate degradation from elevated temperatures. In one example, the wastegate actuator may be positioned adjacent to the wastegate and turbine, near the exhaust. In other examples, the air-cooled wastegate actuator may be positioned in the engine's intake system. In this way, the intake system can perform a dual function, providing intake air for the engine and cooling the wastegate actuator. Therefore, routing of engine coolant to the wastegate actuator can be avoided or reduced if desired. As a result, the complexity and cost of the engine may be reduced, while at the same time the longevity of the wastegate actuator may be increased.

In another example, the wastegate actuator is controlled via an air-cooled solenoid valve. The air-cooled solenoid valve can receive cooling air from an intake line upstream of a compressor. For example, the air-cooled solenoid valve can have a heat dissipation tab that extends from the solenoid valve to an intake line. The heat dissipation tab may be in direct contact with an exterior surface of the intake manifold. In this way, the solenoid valve can be cooled via intake air flowing through the intake system.

As a result, the likelihood of an over-temperature condition in the valve is reduced, increasing valve longevity and improving solenoid valve operation.

The and show a first and a second example of a turbocharger system included in an engine of a vehicle. The show detailed configurations of the in the and shown turbocharger system. shows a method for operating a turbocharger system.

FIG. 12 is a schematic representation of a vehicle 50 having an internal combustion engine 52 with a turbocharger system 54. FIG. The turbocharger system 54 may include a turbocharger 56 with a compressor 58 mechanically coupled to a turbine 60 . A shaft 62 is shown coupling the compressor 58 to the turbine 60 . In this way, the compressor 58 is rotatably coupled to the turbine 60 . However, it is understood that the compressor may be coupled to the turbine via an alternative or additional connection (e.g., a mechanical connection). The compressor 58 is positioned upstream of a combustor 88 and the turbine 60 is positioned downstream of the combustor.

The compressor 58 is configured to receive intake air from an intake line 64 . Therefore, the suction line 64 is positioned upstream of the compressor 58 . In the illustrated example, intake manifold 64 is a non-boosted intake manifold. Thus, the suction line 64 includes an outlet 66 in fluid communication (e.g., in direct fluid communication) with a compressor inlet 68 contained within the compressor 58 . The compressor inlet 68 is generally represented by a box. The intake line 64 is configured to receive ambient air. Arrow 70 denotes the general flow of intake air through intake duct 64. An air filter 72 is coupled to intake duct 64 (e.g., positioned in intake duct 64). The air filter 72 is configured to remove unwanted particles from the air flowing through the intake manifold.

Another intake line 74 is coupled to intake line 64 . In the illustrated example, intake line 74 is a branched intake line. Thus, intake manifold 74 is in parallel fluid communication with intake manifold 64. The general flow of intake air through intake manifold 74 is indicated by arrow 76. FIG. The intake manifold 74 includes an inlet 78 and an outlet 80. The inlet 78 and outlet 80 open into the intake manifold 64 upstream and downstream, respectively. However, in other examples, the inlet 78 may not be coupled to the intake manifold 64, but may instead be ambient air source from the surrounding area. However, when the inlet 78 is coupled to the intake manifold 74, the manifold receives filtered intake air, thereby reducing the likelihood of fouling an air cooler wastegate actuator 116, which may be coupled to the intake manifold 74, which will be discussed in more detail herein. Additionally, coupling the inlet 78 to the intake manifold 74, as opposed to receiving ambient air at the inlet 78, prevents unfiltered air from being introduced into the combustion chamber 88, which can adversely affect the combustion process. Therefore, when the inlet 78 is configured to receive ambient air, an air filter may be coupled to the inlet 78 (eg, positioned in the inlet 78), in one example. Intake conduit 74 may have a smaller cross-sectional area than intake conduit 64 in some examples. However, other relative sizes are contemplated. A fan 79 may be coupled to the manifolded intake manifold 74 in some examples. The fan 79 can be used to increase airflow through the intake manifold 74 . However, in other examples, only the pressure differential between the inlet and outlet of intake manifold 74 may be used to flow air therethrough. A valve 75 may be coupled to intake line 74 . The valve 75 can be configured to adjust the amount of airflow through the intake manifold 74 . The valve 75 may receive control signals from a controller 150 indicated over signal line 77. The valve is positioned upstream of a wastegate actuator 116 as shown. However, other valve positions are contemplated, such as downstream of wastegate actuator 116 . In other examples, valve 75 may not be coupled to intake manifold 74 .

The compressor 58 has a compressor outlet 81 in fluid communication with an inlet 82 of a suction line 84 . Arrow 90 indicates the general direction of air flow through line 84. Compressor 58 is configured to increase the pressure of intake air flowing therethrough. In this way, a boost pressure for the engine 52 can be provided. Therefore, in the illustrated example, intake manifold 84 is a boosted intake manifold. However, other intake system configurations have also been contemplated. The intake manifold 84 also includes an outlet 86 in fluid communication with a combustion chamber 88 in the engine 52 . In some examples, intake line 84 may be in fluid communication with an intake manifold (not shown). The intake manifold may be configured to provide intake air to combustion chamber 88 . An intake valve 170 and an exhaust valve 172 are coupled to the combustion chamber 88 . It is understood that the engine 52 may have at least one intake valve and one exhaust valve per combustion chamber. The intake valve and the exhaust valve are for cyclic opening configured to allow the combustion process in the combustion chamber. A piston 91 is positioned in combustion chamber 88 .

During operation, the combustion chamber 88 in the engine 52 typically undergoes a four-stroke cycle: the cycle includes the intake stroke, compression stroke, power stroke, and exhaust stroke. In a multi-cylinder engine, the four-stroke cycle can be carried out in additional combustion chambers. During the intake stroke, the exhaust valve 172 generally closes and the intake valve 170 opens. Air is introduced into the combustion chamber 88 via an intake manifold, for example, and the piston 91 moves to the bottom of the combustion chamber to increase the volume in the combustion chamber 88 . The position at which piston 91 is near the bottom of the combustion chamber and at the end of its stroke (eg, when combustion chamber 88 is at its greatest volume) is typically referred to by those skilled in the art as bottom dead center ( UT) referred to. During the compression stroke, intake valve 170 and exhaust valve 172 are closed. The piston 91 moves towards the cylinder head so that the air in the combustion chamber 88 is compressed. The point at which piston 91 is at the end of its stroke and closest to the cylinder head (eg, when combustion chamber 88 is at its smallest volume) is typically referred to by those skilled in the art as top dead center (TDC). designated. In a process referred to below as injection, fuel is introduced into the combustion chamber. In a process, hereinafter referred to as ignition, the injected fuel is ignited by known ignition devices, such as a spark plug 174, resulting in combustion. Additionally or alternatively, compression may be used to ignite the air-fuel mixture. During the power stroke, the expanding gases push the piston 91 back to BDC. A crankshaft can convert piston movement into drive shaft torque. Finally, during the exhaust stroke, the exhaust valve 172 opens to discharge the combusted air-fuel mixture to an exhaust manifold and the piston returns to TDC. It should be noted that the above is described by way of example only and that the timing for opening and/or closing of the intake and exhaust valves may vary, for example by positive or negative valve overlap, late intake valve closing, or various other examples to provide. Additionally or alternatively, compression ignition may be implemented in combustion chamber 88 .

A charge air cooler 92 and a throttle 94 are coupled to the intake manifold 84 in the illustrated example. However, in other examples, the charge air cooler and/or the throttle may not be coupled to the intake manifold 84 . Further, in the illustrated example, the throttle 94 is positioned downstream of the charge air cooler 92 . However, in other examples, the throttle may be positioned upstream of the charge air cooler.

An exhaust line 96 may also be in fluid communication with the combustor 88 . Thus, during engine operation, the exhaust conduit 96 can receive exhaust gases from the combustion chamber 88 and has an inlet 97 . Arrow 98 shows the general flow of exhaust gas through exhaust pipe 96.

The exhaust line 96 includes an outlet 100 in fluid communication with a turbine inlet 102 of the turbine 60 . The turbine 60 may include turbine blades that are configured to receive exhaust gases from the turbine inlet 102 in some examples.

An exhaust line 104 is in fluid communication with a turbine outlet 106 . Specifically, the exhaust line 104 includes an inlet 105 in fluid communication with the turbine outlet 106 . The exhaust line 104 is configured to direct exhaust gases to the surrounding environment. Arrow 107 denotes the general flow of exhaust gases through exhaust pipe 104.

A turbine bypass line 108 is included in the turbocharger system 54 . Turbine bypass 108 includes a bypass inlet 110 positioned upstream of turbine 60 and opening into exhaust pipe 96 , and a bypass outlet 112 positioned downstream of turbine 60 and opening into exhaust pipe 104 . As such, the turbine bypass line 108 is in fluid communication with the turbine inlet 102 and the turbine outlet 106 . Specifically, in some cases, the turbine bypass line may be directly coupled to the turbine inlet 102 and the turbine outlet 106 . However, other turbine bypass configurations have also been contemplated. Arrow 109 shows the general direction of exhaust gas flow through the turbine bypass line 108 when a wastegate 114 is open. It is understood that the relative sizes (eg, cross-sectional areas) of the turbine bypass passage 108 and the exhaust passages 96 and 104 may be selected based on the desired performance of the turbocharger.

The wastegate 114 is coupled to the turbine bypass line 108 . In particular, the wastegate 114 may be positioned in the turbine bypass passage 108 in some examples. That what tegate 114 is configured to adjust exhaust flow through turbine bypass line 108 . In this way, the speed of the turbine can be controlled. In some examples, the wastegate may have an open configuration in which exhaust gases may flow through the turbine bypass passage 108 and a closed configuration in which exhaust gases are substantially prevented from flowing through the turbine bypass passage. It should be appreciated that in some examples, the wastegate 114 may have a number of open configurations, where each configuration may allow a different amount of exhaust gas to flow through the turbine bypass passage. Further, in some cases, the wastegate 114 may be discretely or continuously adjustable in configurations having varying opening angles. In this manner, the wastegate 114 can accurately adjust the speed of the turbine 60 . In some cases, the wastegate 114 may include a valve 115 that adjusts an opening in the bypass line.

An air-cooled wastegate actuator 116 is coupled to the wastegate 114 in the illustrated example. The air-cooled wastegate actuator 116 and the wastegate 114 may be included in the turbocharger system 54 . In one example, the wastegate actuator 116 includes an electrically controlled solenoid or an electronically controlled pneumatic actuator. Line 118 denotes the coupling of the air-cooled wastegate actuator 116 to the wastegate 114, including the valve forming the wastegate. The linkage forming line 118 may include a mechanical linkage that couples controlled movement of the wastegate actuator to movement of a valve of the wastegate, in one example. In this way, the air-cooled wastegate actuator 116 is configured to adjust the wastegate 114 . In particular, the air-cooled wastegate actuator 116 may be configured to adjust the amount of exhaust gas flowing through the turbine bypass passage 108 . In this way, the speed of the turbine 60 can be adjusted.

As discussed herein, the air-cooled wastegate actuator 116 may receive cooling airflow from the manifolded intake manifold 74 and therefore may also receive cooling airflow from the intake manifold 64 in the example depicted. However, the air-cooled wastegate actuator 116 receives the cooling airflow in the FIG shown example directly from the intake line 64. In this way, the air-cooled wastegate actuator 116 can be cooled by an intake air flow, thereby reducing the temperature of the wastegate actuator. Furthermore, the actuator may be positioned farther from the exhaust port, which also reduces exhaust heat transferred from the exhaust.

In some examples, the air-cooled wastegate actuator 116 may be a pneumatic wastegate actuator. In such an example, the air-cooled wastegate actuator may include a diaphragm coupled to a spring. A pneumatic line can provide boosted air pressure to the diaphragm. Line 120 designates the pneumatic line. The pneumatic line 120 has a pneumatic line inlet 122 that opens into the intake line and a pneumatic line outlet 124 that opens into the diaphragm in the wastegate actuator. The wastegate actuator can adjust the wastegate based on the pressure applied to the diaphragm. For example, the wastegate actuator may increase the amount of airflow through the wastegate as pressure against the diaphragm increases and/or the wastegate may open when pressure against the diaphragm exceeds a predetermined threshold. However, other control methods have also been considered. It is understood that the pressure on the diaphragm is proportional to the charge air pressure downstream of the compressor 58 . The spring and diaphragm may be coupled to the wastegate 114 via a linkage (eg, a mechanical linkage). In this way, the pneumatic wastegate actuator 116 receives boosted air from an intake manifold positioned downstream of the compressor. If the air-cooled wastegate actuator 116 is a pneumatic wastegate actuator, line 118 denotes a pneumatic connection between the wastegate actuator and the wastegate. However, the pneumatic line may not be included in the turbocharger system 54 in other examples. Further, in some examples, the wastegate actuator 116 may be mechanically coupled (eg, via a mechanical linkage) to the wastegate.

In some examples, the air-cooled wastegate actuator 116 may include a magnet and/or an actuator for adjusting the wastegate. Therefore, the air-cooled wastegate actuator 116 may have an electronically controlled circuit. The magnet and/or the actuator can be controlled by a control device 150 . More generally, the air-cooled wastegate actuator 116 may be controlled by the controller 150 and therefore may receive control signals from a controller, as indicated by line 117 . The control device 150 is in shown as a conventional microcomputer comprising: a microprocessor unit 152, input/output ports 154, read only memory (ROM) 156, a random access memory (RAM) 158, a maintenance memory (KAM) 160 and a conventional data bus. Controller 12 may receive various signals from sensors coupled to engine 10 . For example, the controller 12 may receive signals from a position sensor 162 coupled to an accelerator pedal 164 to detect the accelerator pedal position set by the foot 166 .

The control device 150 can receive signals from sensors in the vehicle 50, for example from a pressure sensor 180, which is electronically coupled to the control device via a signal line 181, from a pressure sensor 182, which is electronically coupled to the control device via a signal line 183, via a Temperature sensor 184, which is electronically coupled to the controller via a signal line 185. As shown, pressure sensor 180 is coupled to intake manifold 84 , pressure sensor 182 is coupled to exhaust manifold 96 , and temperature sensor 184 is coupled to engine 52 . However, other sensor locations have also been considered. For example, a temperature sensor and/or a pressure sensor may be coupled to the manifolded intake manifold 74, the wastegate actuator 116, the wastegate 114, and/or the turbine bypass manifold 108. As discussed above, the controller 150 may also send a control signal to the wastegate actuator 116 via a signal line 117 . The controller 150 may be included in a control system 190 . The aforementioned sensors may also be included in the control system in some examples. The intake ducts (64, 74, and 84) may also be referred to as a first intake duct, a second intake duct, a third intake duct, etc., depending on the order of insertion, in some examples. Likewise, exhaust lines 96 and 104 may also be referred to as a first exhaust line, a second exhaust line, etc., depending on the order of insertion.

shows a second embodiment of the turbocharger system 54. includes some of the components in the in shown turbocharger system 54, which is why similar parts are marked accordingly. To avoid redundancies, the similar components are referred to not discussed. However, it is understood that components can be substantially identical.

The intake line 64 is shown. However, the branched intake line in boisterous. The air-cooled wastegate actuator 116 is shown in FIG shown embodiment coupled to the intake line 64. In particular, the air-cooled wastegate actuator 116 may be positioned in the intake manifold 64 . In this manner, air flowing through the intake manifold 64 may be directed around the wastegate actuator to remove heat from the actuator. As a result, the likelihood of thermal degradation of the wastegate actuator is reduced, increasing wastegate actuator longevity. Optionally, no additional cooling systems are coupled to the air-cooled wastegate actuator. However, in some examples, additional cooling systems may also be used to cool the wastegate actuator.

shows a detailed view of the in branched intake duct outlet 80 shown. A portion of intake duct 64 is in FIG also shown. The intake manifold 64 includes a housing 320 that defines an interior flow path boundary 322 . As shown, an aspirator 300 (e.g., a venturi pump) may be included in the branched intake manifold outlet 80 . The aspirator 300 includes an inlet 302, a throat 304, an outlet 306, and a vacuum port 308. The vacuum port 308 is in fluid communication with the upstream portions of the branched intake manifold 74. Arrows 310 indicate the general direction of airflow through the aspirator 300 and the branched manifold 74 Arrows 312 show the general direction of air flow through the intake manifold. It is understood that the aspirator 300 increases airflow through the manifolded intake manifold 74 . As a result, a larger amount of intake air can be supplied to the in shown air-cooled wastegate actuator 116, thereby increasing the amount of heat dissipated by the actuator. Consequently, the likelihood of thermal degradation of the wastegate actuator is further reduced.

shows a detailed view of the in The intake manifold 64 includes a housing 400 that defines an interior flow path 402 boundary. As shown, the air-cooled wastegate actuator 116 is positioned inside the intake manifold 64 . In particular, the air-cooled wastegate actuator 116 is coupled to the interior of the housing 400 in the illustrated example. Thus, the housing 400 at least partially surrounds the air-cooled wastegate actuator 116 . Arrows 404 indicate the general direction of airflow through the intake manifold 64. However, it should be understood that the airflow pattern has a greater complexity which is not shown here. As shown, the intake air is directed around the wastegate actuator 116 thereby cooling the wastegate actuator 116 . Hence the Waste receives gate actuator 116 allows air flow in the intake manifold 64. This reduces the likelihood of thermal degradation of the wastegate actuator.

12 shows another exemplary air-cooled wastegate actuator 116. FIG The wastegate actuator 116 shown can be used in the shown embodiment of the turbocharger system may be included. The air cooler wastegate actuator 116 includes an air cooling passage 500. As shown, the air cooling passage 500 is in series fluid communication with the branched intake manifold 74. In the illustrated example, the air cooling passage 500 extends into the air cooled wastegate actuator 116. Thus, the air cooling passage 500 traverses the air-cooled wastegate actuator 116. Specifically, the air-cooling duct spans a length of the air-cooled wastegate actuator 116. In some examples, the air-cooling duct may include a first portion that flows air in a first direction and a second portion that flows air in an opposite direction lets flow. However, other air cooling duct configurations have also been contemplated. For example, the air cooling duct may be coupled to and traverse a housing 502 of the air-cooled wastegate actuator 116 .

6 shows a method 600 for operating a turbocharger system. The method 600 may be via the methods referenced above described systems (e.g. control system and turbocharger system) and components can be implemented or can be implemented via other suitable systems and components.

At 602, the method includes flowing intake air from a non-boosted intake manifold (eg, the in intake line 64 shown) to a branched intake line (e.g. the in branched intake manifold 74 shown) which is in parallel fluid communication with the non-boosted intake manifold. Next, at 604, the method includes flowing intake air from the branched intake manifold into an air cooling gallery (e.g., the in air cooling duct 500 shown) installed in an air-cooled wastegate actuator (e.g. the one in air-cooled wastegate actuator 116 shown).

At 606, the method includes flowing intake air back into the manifolded intake passage from the air cooling gallery. Next, at 608, the method includes flowing intake air back from the branched intake manifold into the non-boosted intake manifold. In some examples, intake air may be redirected from the split intake passage back into the non-boosted intake passage at a point downstream of the point where the intake air flows from the non-boosted intake passage into the split intake passage. Further, in some examples, the amount of air flowing through the manifolded intake manifold may be adjusted via a valve positioned in the manifolded intake manifold based on engine temperature, for example.

It should be noted that in additional embodiments, a method of operating the engine may include directing boosted intake air over a body of a wastegate actuator to cool the wastegate actuator. The boosted air may be directed to the wastegate actuator via a branch line leading from downstream of the compressor to upstream of the compressor, for example in a compressor bypass line. The branch line can also be positioned from upstream of the compressor to another position upstream of the compressor. The wastegate actuator may be controlled by a control system and receive electrical control signals from the control system. The wastegate actuator may be mechanically coupled to the turbocharger wastegate to control operation of the wastegate during engine operation.

In some examples, the amount of air directed in the manifold manifold to the wastegate actuator may be adjusted by a valve positioned in the manifold manifold. The valve can be adjusted by the controller based on operating conditions. For example, the exhaust gas temperature may be estimated by the controller and the valve in the branched intake manifold may be opened more widely as the exhaust gas temperature increases, thereby providing sufficient cooling for the wastegate actuator. Further, engine operation may be adjusted based on the amount of airflow passed through the branched intake manifold and based on its temperature. For example, more coolant can be made available for the intercooler in proportion to the quantity and/or the temperature of the air flow routed through the branched intake line. As another example, the compressor bypass valve operation may be adjusted to compensate for the increased airflow through the branched intake manifold in inverse proportion to each other.

shows another example for the vehicle 50. The in The vehicle 50 shown includes many similar components to that shown in FIGS and vehicle shown. Therefore similar parts are marked accordingly.

The turbocharger system 54 is used in shown. The turbocharger system 54 additionally has a solenoid valve 700 . The solenoid valve 700 can be air-cooled to reduce the temperature of the solenoid and improve the operation of the valve. In the illustrated example, solenoid valve 700 is coupled to intake line 64 . In this way, the solenoid valve 700 receives a flow of cooling air from the intake line 64, which is positioned upstream of the compressor 58. In other examples, the solenoid valve 700 may be coupled to a branch line, such as the one shown in FIG branch line 74 shown. It is understood that the branch line 74 branches off from the intake line 64 .

Further in , solenoid valve 700 is coupled to wastegate actuator 116 . In particular, the solenoid valve 700 is configured to adjust a position of a wastegate actuator 116 and in particular to control pneumatics in the wastegate actuator. Arrow 702 denotes the coupling between the wastegate actuator 116 and the solenoid valve 700 . As shown, the wastegate actuator 116 is pneumatically coupled to the intake manifold 84 via a pneumatic line 120 . In this way, airflow through the intake system can be used to control the wastegate actuator 116 . The wastegate actuator 116 in the example shown is therefore a pneumatic wastegate actuator. However, other types of wastegate actuators have also been considered. The wastegate actuator 116 may be coupled to a source of pressure or vacuum. Specifically, in one example, the pressure (and thus the stroke of the actuator) acting on the pneumatic wastegate actuator may be regulated by a solenoid valve. The solenoid valve may be operated or regulated by a controller, such as a powertrain control module (PCM), via pulse width modulation (PWM) performance, in one example. Additionally, the solenoid valve can be placed serially in-line in a hose from the pressure source to the actuator. Furthermore, the solenoid valve can be a 3-way valve. The 3-way valve may include supplying a pressure source and having an input connected to the pneumatic actuator or a bleed passage that returns to a low pressure at the compressor inlet in some examples. The PWM controlled solenoid valve can vary between the two positions by spending more or less time in each position, and the pressure supplied to the pneumatic actuator can vary from zero to full inlet pressure. However, in other examples, an electric wastegate actuator may be utilized, which may not be coupled to a pressure source and/or may not include a solenoid valve.

12 shows a detailed view of solenoid valve 700, intake manifold 64 and wastegate actuator 116. Solenoid valve 700 is spaced from wastegate actuator 116. FIG. However, in other examples, the solenoid valve and wastegate actuator may be integrated into a single unit. In addition, the solenoid valve can be coupled to the wastegate actuator via an air hose. The intake manifold 64 includes a housing 800 having an exterior surface 802. The intake manifold 64 also includes an interior portion 804 through which intake air flows, as indicated by arrow 806. FIG. Solenoid valve 700 is configured to initiate actuation of wastegate actuator 116 as indicated by arrow 850 . As discussed above, wastegate actuator 116 is coupled to wastegate 114, as shown in FIG is shown and indicated above line 118. Further, in some examples, the wastegate actuator 116 may be controlled via the FIG methods shown may be air-cooled and therefore receive cooling air from an intake duct.

Solenoid valve 700 has a solenoid valve housing 808 . The housing 808 is spaced from the intake manifold 64 as shown. The solenoid housing 808 at least partially encloses the internal components 810. The internal components 810 may include a coil 812 surrounding a core tube 814. The coil 812 is represented by a rectangle. However, it is understood that the coil 812 may also comprise a multi-turn wire. The wire may be configured to be selectively energized via the controller 150, as shown in will be shown. Arrow 820 represents the electronic coupling between the in shown control device 150 and the solenoid valve 700.

A heat dissipation tab 822 included in the solenoid valve 700 is coupled to the intake manifold 64 . In particular, in the illustrated example, the heat dissipation tab 822 is in direct contact with the solenoid valve body 808 and the outer surface 802 of the intake manifold 64. However, other suitable coupling techniques have also been contemplated. The heat dissipation tab 822 can take various forms. In one example, the magnetic coil may be wound around a hollow bobbin and the regulated air source may pass through the center. In another example, the heat dissipation tab may be external to the magnet body to extend into the intake airflow. In addition, the heat dissipation tab can also be in close contact with the coil. Furthermore, still in an example, the coil must be metallic to achieve higher conductivity. The coil can have end flanges for receiving the coil winding and the flanges can be extended as tabs for external cooling. In addition, the coil can be surrounded by a substantially cylindrically shaped piece of metal. A cooling tab may come off this cylinder. In some examples, heat dissipation tab 822 may provide the sole cooling for solenoid valve 700 . However, in other examples, additional cooling systems, components, etc. may be used to provide cooling for the solenoid valve.

It will be appreciated that when the heat dissipation tab 822 is included in the solenoid valve 700, heat is transferred from the solenoid valve to the intake manifold 64, thereby reducing the temperature of the solenoid valve, which improves the operation of the solenoid valve and reduces the likelihood of over-temperature conditions in the solenoid valve reduced. As a result, the longevity of the solenoid valve increases. Further, in some examples, a suction line may be routed through the housing 808 of the solenoid valve 700 to provide cooling for the solenoid valve. The intake line can branch off from the intake line 64 .

Note that the example control and estimation routines provided herein can be used for a wide variety of engine and/or vehicle system configurations. The specific routines described herein may represent one or more of any number of processing strategies, such as event driven, interrupt driven, multitasking, multithreading, and the like. As such, various steps, operations, or functions illustrated may be performed in the sequence illustrated, in parallel, or may be omitted as appropriate. Similarly, the order of execution is not strictly required to achieve the features and advantages of the example embodiments described herein, but is provided only for convenience in illustration and description. One or more of the steps or functions shown may be executed repeatedly, depending on the particular strategy being followed. Further, the steps described may represent, in graphical form, code to be programmed into the computer-readable storage medium in the engine control system.

It should be understood that the configurations and routines disclosed herein are exemplary in nature and that these specific embodiments are not to be taken in a limiting sense as numerous variations are possible. Thus, the technology described above can be applied to V-6, 1-4, 1-6 or V-12 engines, as well as opposed 4 and other engine types. The subject matter of the present disclosure includes all novel and non-obvious combinations and sub-combinations of the various systems and configurations, as well as other features, functions, and/or properties disclosed herein.

The following claims particularly point out certain combinations and sub-combinations which are considered novel and non-obvious.

These claims may refer to "an" element or "a first" element or the equivalent thereof. Such claims should be understood to include incorporation of one or more such elements, neither requiring nor excluding two or more such elements. Other combinations and sub-combinations of the disclosed features, functions, elements and/or properties may be claimed by amending or supplementing the present claims or by presenting new claims in this or a related application. Such claims, whether broader or narrower, equal or different in scope to the original claims, are also intended to be included within the subject matter of the present disclosure.

Claims (20)

Turbocharger system (54) comprising: a turbine bypass line (108) in fluid communication with a turbine inlet (102) and a turbine outlet (106); a wastegate actuator (116) coupled to a wastegate (114) in the turbine bypass passage (108) that adjusts a wastegate position; and an air-cooled solenoid valve (700) coupled to the wastegate actuator (116) that adjusts a position of the wastegate actuator (116) and receives cooling airflow from an intake manifold (64) that is upstream of a mechanically coupled to a turbine (60). Compressor (58) is positioned. Turbocharger system (54) after claim 1 wherein the air-cooled solenoid valve (700) is coupled to the intake manifold (64). Turbocharger system (54) after claim 1 , where the wastegate actuator (116) is a pneumatically controlled wastegate actuator. Turbocharger system after (54) claim 3 wherein the wastegate actuator (116) is coupled via a pneumatic line (120) to an intake line (84) downstream of a compressor (58). Turbocharger system (54) after claim 1 wherein the air-cooled solenoid valve (700) includes a heat dissipation tab (822) coupled to a solenoid valve body (808) and the intake manifold (64). Turbocharger system (54) after claim 5 wherein the solenoid valve body (808) is spaced from the intake manifold (64). Turbocharger system (54) after claim 1 , the solenoid valve (700) being a 3-way solenoid valve. Turbocharger system (54) after claim 1 wherein the wastegate actuator (116) is air-cooled and receives a cooling flow of air from the intake manifold (64). Turbocharger system (54) after claim 1 wherein the wastegate actuator (116) is spaced from the solenoid valve (700). Turbocharger system (54) after claim 1 , further comprising a charge air cooler (92) positioned downstream of the compressor (58). Turbocharger system (54) after claim 1 wherein the wastegate (114) adjusts exhaust gas flow through the turbine bypass line (108). Turbocharger system (54) after claim 1 wherein the suction line is a branch line (74) that branches off from a suction line (64) directly coupled to the compressor (58). Turbocharger system (54) comprising: a turbine (60) positioned downstream of a combustor; a turbine bypass line (108) in fluid communication upstream and downstream of the turbine (60); a wastegate (114) positioned in the turbine bypass passage (108); a pneumatic wastegate actuator (116) that adjusts the position of the wastegate (114) and is coupled to the wastegate (114); and an air-cooled solenoid valve (700) coupled to an intake line (64) directly upstream of a compressor (58) mechanically coupled to the turbine (60). Turbocharger system (54) after Claim 13 wherein the pneumatic wastegate actuator (116) is spaced from the air-cooled solenoid valve (700). Turbocharger system (54) after Claim 13 wherein the pneumatic wastegate actuator (116) receives boosted air from a second intake manifold (84) positioned downstream of the compressor (58). Turbocharger system (54) after Claim 13 wherein the air-cooled solenoid valve (700) includes a heat dissipation tab (822) in direct contact with a solenoid valve housing (808) and in direct contact with an outer surface (802) of the intake manifold (64). Turbocharger system (54) comprising: a turbine (60) positioned downstream of a combustor; a turbine bypass line (108) in fluid communication upstream and downstream of the turbine (60); a wastegate (114) positioned in the turbine bypass passage (108); an air-cooled pneumatic wastegate actuator (116) that adjusts the position of the wastegate (114) and is coupled to the wastegate (114), the air-cooled pneumatic wastegate actuator (116) receiving a cooling flow of air from an intake manifold (64), positioned upstream of a compressor (58) mechanically coupled to the turbine (60); and an air-cooled solenoid valve (700) coupled to the intake manifold (64). Turbocharger system (54) after Claim 17 wherein the solenoid valve (700) includes a heat dissipation tab (822) coupled to a solenoid valve housing (808) and in direct contact with an outer surface (802) of the intake manifold (64). Turbocharger system (54) after Claim 17 wherein the solenoid valve (700) is spaced from the air-cooled pneumatic wastegate actuator (116). Turbocharger system after (54) Claim 17 wherein the wastegate (114) is spaced from the air-cooled solenoid valve (700).

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