JP2583464Y2 - Installation structure of solenoid valve of engine with turbocharger - Google Patents

Description

[Detailed description of the invention]

[0001]

INVENTION The present invention relates relates to an engine with a supercharger operating sequentially turbo equipped with multiple turbochargers in automotive engines and, more particularly, operates the actuators of various valves Related to the installation of multiple solenoid valves.

[0002]

2. Description of the Related Art In a sequential turbocharger system, a wastegate valve for controlling the supercharging pressure of a primary turbocharger and a secondary turbocharger, and an exhaust control valve for controlling the operation of a secondary turbocharger. , An intake control valve, a relief valve, and the like. The operating system of these valves is safe against high temperatures of the turbocharger,
In consideration of durability, each valve is provided with a diaphragm type actuator. It also has various solenoid valves that operate according to electric signals, and is configured to supply a negative pressure, a positive pressure, a control pressure, and an atmospheric pressure of the intake system to each valve by the solenoid valves. Therefore, the number of solenoid valves and pneumatic passages added to various valves is very large, and their installation and piping are also important.

[0003] Conventionally, as for the engine of the sequential turbocharger, there is a prior art of Japanese Patent Application Laid-Open No. 3-88917. It shows that four solenoid type three-way valves and four duty solenoid valves are provided in the middle of the pneumatic passage for each of the exhaust leak valve, the exhaust cut valve, the intake cut valve, and the waste gate valve.

[0004]

In the above-mentioned prior art, the four solenoid three-way valves and the duty solenoid valve are arranged at different positions relatively close to the actuator. However, when actually mounted in the engine chamber, it becomes very complicated and is not preferable in terms of maintenance and the like.

The present invention has been made in view of this point, and in a sequential turbocharged engine with a turbocharger, a large number of solenoid valves of actuators added to various valves are installed at appropriate locations to control the engine. Responsiveness, assembling, maintenance, etc.

[0006]

According to the present invention, a primary turbocharger and a secondary turbocharger are arranged in parallel in an intake and exhaust system of an engine.
In a turbocharged engine in which a primary turbocharger is provided with a wastegate valve and a secondary turbocharger is provided with a wastegate valve, an exhaust control valve, an intake control valve, and a relief valve, a diaphragm of each of the above valves is provided. A single mounting bracket connects a plurality of switching solenoid valves and a duty solenoid valve that operate
Disposed on bets, attach the mounting bracket to the strut tower of the tire housing of the secondary turbocharger side
It is characterized by having.

[0007]

According to the above construction, a plurality of switching solenoid valves and a duty solenoid valve are centrally installed in the vicinity of actuators of various valves arranged on the side of the secondary turbocharger. As a result, the responsiveness and the assemblability of the control are improved.

[0008]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below with reference to the drawings. FIG. 2 illustrates a case where a system of a sequential turbocharger is applied to a horizontally opposed engine. Reference numeral 1 denotes an engine body of a horizontally opposed engine, and a combustion chamber 5, an intake port 6, an exhaust port 7, a spark plug 8,
A valve train 9 and the like are provided. Further, a primary turbocharger 40 and a secondary turbocharger 50 are disposed near the left and right banks 3 and 4 owing to the shortened shape of the engine. As an exhaust system, a common exhaust pipe 10 from the left and right banks 3, 4 is communicated with the turbines 40a, 50a of the turbochargers 40, 50, and the turbines 40a, 50
The exhaust pipe 11 from a is joined to one exhaust pipe 12 and communicated with the catalytic converter 13 and the muffler 14.

[0009] As an intake system, intake pipes 16 and 17 branched from the air cleaner 15 into two pipes are connected to blowers 40b and 50b of both turbochargers 40 and 50, respectively, and an intake pipe 18 from the blowers 40b and 50b. , 19 are communicated with the intercooler 20. And intercooler 20
From the chamber 22 via a throttle valve 21, and from the chamber 22 via an intake manifold 23 to each cylinder of the left and right banks 3, 4. In addition, as an idle control system, an idle control valve 25 and a check valve 26 that opens with a negative pressure are provided in a bypass passage 24 immediately downstream of the air cleaner 15 and the intake manifold 23. The intake air amount is controlled.

As a fuel system, an injector 30 is provided near a port of the intake manifold 23, and a fuel pump 3
A fuel passage 33 from a fuel tank 32 having a filter 1 and a fuel pressure regulator 35 communicates with the injector 30. The fuel pressure regulator 35 regulates the fuel pressure supplied to the injector 30 at a constant height with respect to the intake pressure, and controls the fuel injection by the pulse width of the injection signal. It is possible to do. The ignition system is connected so that an ignition signal from the igniter 36 is input to the ignition plug 8 as an ignition system.

Next, the control system of the primary turbocharger will be described. Exhaust gas is always introduced into the turbine 40a to operate, and when the load is operated with the throttle valve 21 opened, pressurized air is supplied from the blower 40b. It has become. On the turbine side, a diaphragm actuator 4
2 is provided. Also, the actuator 42 is located between the upper side and the lower side of the blower 40b.
A control pressure passage 44 having a duty solenoid valve 43 is communicated with the pressure chamber, and a control pressure is generated by leaking the supercharging pressure by the duty solenoid valve 43 to act on the actuator 42, thereby opening the waste gate valve 41. Change. Here, for example, when the duty ratio is large, the control pressure decreases due to the increase in the leak amount, the opening degree of the waste gate valve 41 is reduced, and the supercharging pressure is increased. Conversely, when the duty ratio decreases, the opening degree is increased at a high control pressure, and the supercharging pressure is reduced.

On the other hand, a leak passage 4 having a relief valve 45 between the upstream and downstream of the blower 40b in order to prevent a decrease in blower rotation and the generation of intake noise when the throttle valve is rapidly closed.
6 are provided. The relief valve 45 is opened by the negative pressure of the manifold when the throttle valve is suddenly closed, so that air trapped downstream of the blower leaks quickly.

A description will be given of the control system of the secondary turbocharger 50. The waste gate valve 51 similar to that on the primary side controls the supercharging pressure separately by a control pressure passage 54 having an actuator 52 and a duty solenoid valve 53. Is provided. An exhaust control valve 55 having a diaphragm actuator 56 is provided in the exhaust pipe 10 upstream of the turbine 50a, and an intake control valve 58 having a similar actuator 57 is provided downstream of the blower 50b. A relief passage 59 provided with a supercharging pressure relief valve 60 is communicated between the upper and lower portions.

The pressure operation system of each of these valves will be described. A passage 61 from the intake manifold 23 has a check valve 62 and communicates with a surge tank 63 to store a negative pressure when the throttle valve is fully closed and to generate a pulsating pressure. It is designed to buffer. In one spring chamber of the supercharging pressure relief valve 60, a negative pressure passage 64 from the surge tank 63 and a positive pressure passage 65 by the supercharging pressure downstream of the intake control valve 58 are connected to the switching solenoid valve 70 and the passage 66. And is opened by applying a negative pressure by an electric signal and closed by applying a positive pressure.

The actuator 57 of the intake control valve 58 is
A positive pressure is always applied to one chamber by a positive pressure passage 67, and the positive pressure passage 65 and the negative pressure passage 64 are connected to the spring chamber via a switching solenoid valve 71 and a passage 68. Then, a negative pressure is applied to the spring chamber by an electric signal to close the intake control valve 58, and the intake control valve 58 is opened by a spring force when both chambers are set to a positive pressure. The actuator 56 of the exhaust control valve 55 has a second chamber for switching between atmospheric pressure and negative pressure in one chamber.
The switching solenoid valve 74 is communicated via a passage 69, and a first switching solenoid valve 73 for switching between positive pressure and negative pressure is communicated via a passage 75 with the other chamber. The exhaust control valve 55 is closed by applying an atmospheric pressure to one chamber and applying a negative pressure to the other chamber by an electric signal to apply a negative pressure to one chamber and applying a positive pressure to the other chamber to cause the exhaust control valve 55 to operate. open.

A description will be given of various sensors. A differential pressure sensor 80 is provided to detect a differential pressure between upstream and downstream of the intake control valve 58, and an absolute pressure sensor 81 is controlled by a switching solenoid valve 76 to detect the intake pipe pressure. It is provided to select and detect the atmospheric pressure. Further, a crank angle sensor 82, a knock sensor 83, and a water temperature sensor 84 are provided on the engine body 1, and a cam angle sensor 85 is provided opposite to a cam rotor (not shown) connected to a cam shaft of the valve mechanism 9; Is provided with an O2 sensor 86, and the throttle valve 21 is provided.
A throttle opening sensor 87 is provided in the air cleaner 15, and an intake air amount sensor 88 is provided immediately downstream of the air cleaner 15.

Referring to FIG. 3, the overall configuration of the electronic control system will be described. First, the control unit 100 controls the I / O1
01, CPU 102, RAM 103, backup RA
M104, ROM 105, and constant voltage circuit 106 process signals. Further, the ignition switch 90 and the relay 91 are turned on to supply power from the battery 92 to the constant voltage circuit 106, and the relay 93 is turned on by the drive circuit 107.
Then, the fuel pump 31 is driven by energization. I / O10
Signals from various sensors 80 to 88 are input to 1, and various switching solenoid valves 70, 71, 73,
The switching signal is supplied to the duty solenoid valve 4
The duty signal is output to the injectors 30, the control signal is output to the idle control valve 25, and the ignition signal is output to the igniter 36.

Referring to FIG. 1, the installation of the above-described various switching solenoid valves, duty solenoid valves and the like will be described. First, a substantially triangular mounting bracket 110 is provided.
The bracket 110 has five switching solenoid valves 7.
0,71,73,74,76,2 amino duty solenoid valve 43 and 53, disposed absolute pressure sensor 81 and the like are concentrated
It is fixed. Further, the secondary turbocharger 50 is located on the right side in the engine chamber, and a vertical strut tower 112 in the middle of the tire housing 111 in the body 113 is disposed near the secondary turbocharger. The bracket 110 is attached to the strut tower 112. Then, is from the respective solenoid valves of the aforementioned secured concentrated on the bracket 110 of the strut tower 112 or the like being a pipe as described with reference to FIG. 2, thereby, in particular attached to the secondary turbocharger 50 Actuators 52, 56,
57 and the boost pressure relief valve 60 are provided with a short passage.

Next, the operation of this embodiment will be described. First, at low load, low to medium speed during engine operation, a single turbo mode is set, an open signal is output to the switching solenoid valve 70 to open the supercharging pressure relief valve 60, and particularly when the intake control valve 58 is closed during deceleration. Leaks the boost pressure downstream of the secondary blower. At the same time, a closing signal is output to the first and second switching solenoid valves 73 and 74 to close the exhaust control valve 55, shut off exhaust gas from being introduced into the secondary turbocharger 50, and change the solenoid valve 71 for switching. To close the intake control valve 58 to prevent the supercharging pressure of the primary turbocharger 40 from leaking. In this way, the secondary turbocharger 50 is deactivated, and only the primary turbocharger 40 operates to supercharge. At this time, the duty signal is output to the duty solenoid valve 43 on the primary side, the opening degree of the waste gate valve 41 is changed, and feedback control is performed so that the actual supercharging pressure follows the target supercharging pressure.

When the vehicle speed or the like increases, the mode is switched to the twin turbo mode. At this initial stage, the preliminary rotation mode is determined. First, a closing signal is output to the switching solenoid valve 70 to close the supercharging pressure relief valve 60, and then an open signal is output to the first and second switching solenoid valves 73 and 74 to open the exhaust control valve 55. Further, an opening signal is output to the switching solenoid valve 71 to sequentially control the opening and closing of the intake control valve 58 so as to open, whereby the secondary turbocharger 50 is preliminarily rotated. Thereafter, the secondary turbocharger 50 is substantially operated, and the mode is automatically shifted to the twin turbo mode in a state where the torque fluctuation is small. In this mode, both turbochargers 4
A duty signal corresponding to the operation sharing of 0, 50 is output to both duty solenoid valves 43, 53, and the opening degree of the waste gate valves 41, 51 is changed. Feedback control is performed so that the actual boost pressure follows.

Although the embodiment of the present invention has been described above, the present invention is not limited to this.

[0022]

[Effects of the Invention] As described above, according to the present invention,
In the engine with sequential turbocharger, flop
Waste gate installed in the primary turbocharger
Valves, waste turbochargers on secondary turbochargers
Valve, exhaust control valve, intake control valve, and relief valve
Multiple switching solenoids for operating an actuator
Valve and duty solenoid valve in a single mounting bracket
And the mounting bracket is attached to the secondary turbo
Attached to the strut tower of the tire housing on the turbocharger side
Therefore, various valves and their actuators are attached to the secondary turbocharger side, and a plurality of switching solenoid valves and duty solenoid valves can be centrally arranged near this. Thus, the air pressure passage for the actuator is shortened, and the response of control is improved. Further, the switching solenoid valve, the duty solenoid valve, and the like are installed on the strut tower of the tire housing by the mounting bracket, so that assembly and maintenance are facilitated.

[Brief description of the drawings]

FIG. 1 shows a solenoid valve of a supercharged engine according to the present invention.
Front view showing an example of the installation structure of the engine (engine is a plan view)
It is.

FIG. 2 is a configuration diagram showing an entire configuration of the embodiment.

FIG. 3 is a circuit diagram of a control system.

[Description of Signs] 1 Engine main body 40 Primary turbocharger 41 Wastegate valve 42 Actuator 43 Duty solenoid valve 50 Secondary turbocharger 51 Wastegate valve 55 Exhaust control valve 58 Intake control valve 60 Relief valve 52, 56, 57 Actuator 70, 71, 73, 74, 76 Solenoid valve for switching 110 Mounting bracket 111 Tire housing 112 Strut tower

Claims (1)

(57) [Scope of request for utility model registration] A primary turbocharger and a secondary turbocharger are arranged in parallel in an intake and exhaust system of an engine, a wastegate valve is provided in the primary turbocharger, and a secondary turbocharger is provided in the secondary turbocharger. Waste gate valve,
In a supercharged engine provided with an exhaust control valve, an intake control valve, and a relief valve, a plurality of switching solenoid valves and a duty solenoid valve for operating a diaphragm type actuator of each of the above valves are provided.
To a single mounting bracket, and
Installation structure of a solenoid valve of an engine with a supercharger, characterized in that attached bets strut tower tire housing of the secondary turbocharger side.