JPH04302703A - Driving apparatus for actuator - Google Patents

Abstract

PURPOSE:To operate an actuator quickly by introducing pressure to a chamber with a larger volume earlier than to the other chamber by predetermined time when positive pressure is applied to one of the two chambers separated by a diaphragm and negative pressure is applied to the other to drive the actuator. CONSTITUTION:When each of three way valves 14, 43 allows each of pressure introduction pipes 13, 42 to be in communication with atmosphere, atmospheric pressure is introduced to an actuator 12 whose spring force causes an exhaust cut valve 11 to be closed, stopping exhaust gas from being supplied to a turbine 10b disposed in a secondary branch exhaust passage to allow only a primary side turbo charger 9 to be operated. In this case, when the exhaust cut valve 11 is shifted from close state to open state, operating timing for each of the three way valves 14, 43 is controlled by a control unit 40. That is, the three way valve 14 is first operated to introduce negative pressure to a negative pressure chamber with a larger volume in the actuator 12. Then, the three way valve 43 is operated to introduce positive pressure to a positive pressure chamber 12b with a smaller volume.

Description

[Detailed description of the invention]

0001

[Field of Industrial Application] The present invention relates to an actuator drive device that drives an actuator using positive pressure and negative pressure, and in particular, for example, for operating an exhaust cut valve in a control device for a sequential turbocharged engine. The present invention relates to a drive device for an actuator that requires a relatively large driving force, such as an actuator that moves.

0002

[Prior Art] Conventionally, in vehicle engines,
For example, as shown in Japanese Unexamined Patent Publication No. 59-160022, a primary and secondary turbo supercharger (hereinafter simply referred to as "turbo") is provided, and an intake passage on the downstream side of the intake of both turbos is provided. At low speeds and low loads, the exhaust cut valve is closed, the supply of exhaust gas to the secondary turbo turbine is stopped, and the exhaust gas is intensively supplied to the primary turbo turbine. While only the turbo operates efficiently to ensure high boost pressure in a responsive manner, at high speeds and high loads, the exhaust cut valve is opened to supply exhaust gas to the two turbos, and both primary and secondary turbos are operated. A so-called sequential turbo supercharger is known, which operates to ensure an appropriate supercharging pressure while ensuring an intake flow rate. In this case, in order to perform quick switching control of the secondary side supercharger, it is important how the exhaust cut valve is driven by the actuator.

Conventionally, as shown in Japanese Patent Laid-Open No. 1-240733, a drive device for this type of actuator has conventionally used a case in which the inside of the case is partitioned into two chambers by a diaphragm.
A diaphragm type actuator is known in which the actuator is driven or maintained in a predetermined state by introducing positive pressure and negative pressure into each chamber.

0004

However, in the conventional actuator drive device described above, for example, when this is applied to drive control of the exhaust cut valve of the sequential turbocharged engine, it is difficult to drive the exhaust cut valve. Since this requires a fairly large driving force, the actuator is large, and it takes a long time to increase the pressure in the larger chamber. For this reason, there have been problems such as a pressure imbalance occurring during actuator operation, causing the diaphragm to temporarily stop, and a large time delay and switching shock occurring between when a switching signal is given and when the exhaust cut valve is activated.

[0005] In view of these problems, the present invention can prevent the occurrence of a temporary stop state during operation due to pressure balance even when a large operating force is required, and further reduces operation delays and switching shocks. The purpose of the present invention is to provide an actuator drive device that can

[0006]

[Means for Solving the Problems] Therefore, an actuator drive device according to the present invention has two parts separated by a diaphragm.
In an actuator drive device that drives an actuator by introducing positive pressure into one chamber and negative pressure into the other chamber, the gist is to increase the change in volume of the chamber at the start of operation.

Here, as a method for increasing the change in the volume of the chamber at the start of operation, the pressure is introduced into the chamber with a larger volume at the start of operation by a predetermined amount than the pressure introduced into the chamber with a smaller volume. This can be achieved by doing it early.

Another method is to set the passage resistance of the pressure introduction path to each chamber to be smaller on the side of the chamber having a larger volume at the start of operation.

[0009]

[Operation] In the present invention, at the start of operation, pressure is introduced into the larger volume chamber a predetermined amount of time earlier than pressure is introduced into the smaller volume chamber, thereby pre-preparing the pressure in the larger volume chamber. The passage resistance of the pressure introduction path to each chamber is set to be smaller on the side of the chamber with the larger volume at the start of operation, so that pressure can be quickly introduced into the larger volume chamber. The volume of the chamber can be changed easily, the diaphragm does not temporarily stop due to pressure balance during operation, and the actuator operates continuously and quickly.

0010

DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be explained in detail below based on specific examples shown in the drawings. FIG. 1 shows a control device for a supercharged engine according to an embodiment of the present invention. In FIG. 1, an engine 1 is connected with branch intake passages 2c, 2d and primary and secondary branch exhaust passages 3a, 3b.
Fuel injection valves 4a and 4b are respectively attached to d. The upstream sides of the fuel injection valves 4a and 4b of the branched intake passages 2c and 2d are combined into one intake passage 2, and the intake passage 2 has a surge tank 5, and the upstream side thereof is opened and closed according to the depression of the accelerator pedal. Further upstream of the throttle valve 6, an intercooler 7 for cooling intake air is provided. The upstream side of the intercooler 7 of the intake passage 2 is branched into primary and secondary intake passages 2a, 2b, and the upstream sides of the branched intake passages 2a, 2b are combined into one, An air flow sensor 8 is provided to detect the amount of air.

Further, the downstream ends of the branch exhaust passages 3a and 3b are combined into one to form an exhaust passage 3, and between the exhaust passage 3 and the intake passage 2 there are primary and secondary exhaust passages. Turbo superchargers 9 and 10 are provided. That is, a turbine 9a rotated by exhaust gas is installed in the primary branch exhaust passage 3a, and a blower 9b is installed in the primary branch intake passage 2a.
A primary side turbocharger 9 is constructed by connecting the blower 9b and the turbine 9a with a rotating shaft 9c. On the other hand, a turbine 10a is provided in the secondary side branch exhaust passage 3b.
However, a blower 10b is disposed in each of the secondary side branch intake passages 2b, and the blower 10b and the turbine 10a are connected to the rotating shaft 1.
A secondary side turbocharger 10 is configured by connecting at 0c. Further, the blower 9b of the branch intake passages 2a, 2b,
The upstream portions of the intake passages 10b are formed so as to face each other in a straight line at the upstream gathering portion of the intake passage 2, and the pressure waves generated in the secondary branch intake passage 2b flow into the primary branch intake passage 2a. The structure is set such that the air is easily propagated, and the air flow sensor 8 is difficult to propagate.

Furthermore, an exhaust cut valve 11 is provided on the upstream side of the turbine 10a in the secondary side branch exhaust passage 3b, and a diaphragm type actuator 12 is connected to the exhaust cut valve 11 to open and close it. A pressure introduction pipe 13 is connected to the negative pressure chamber 12a of the actuator 12. A three-way valve 14 made of an electromagnetic solenoid valve is interposed in the middle of this pressure introduction pipe 13. Further, the upstream side of the three-way valve 14 of the pressure introduction pipe 13 is branched into two, one branch pressure introduction pipe 13a is connected to a negative pressure tank 15, and the negative pressure tank 15 is connected to the negative pressure introduction pipe 16. It is connected to the downstream side of the surge tank 5 of the intake passage 2 through the intake passage 2. Intake negative pressure Pn downstream of the throttle valve 6 is introduced into the negative pressure introduction pipe 16 via a check valve 17 .

On the other hand, the positive pressure chamber 12b of the actuator 12
A pressure introduction pipe 42 is connected to. A three-way valve 43 made of an electromagnetic solenoid valve is interposed in the middle of the pressure introduction pipe 42, and the upstream side of the pressure introduction pipe 42 is connected to a positive pressure tank 44, which is connected to the positive pressure introduction pipe. The positive pressure introduction pipe 45 is connected to the upstream side of the intercooler 7 in the intake passage 2 via a check valve 47, and supercharging pressure is introduced into the positive pressure introduction pipe 45 via a check valve 47. When the three-way valves 14 and 43 connect the pressure introduction pipes 13 and 42 to the atmosphere, atmospheric pressure is introduced into each pressure chamber 12a and 12b of the actuator 12, and the actuator 12 closes the exhaust cut valve 11 by its spring force. When the engine is closed, the supply of exhaust gas to the turbine 10b is cut off, and only the primary turbocharger 9 is operated. On the other hand, when the three-way valves 14, 43 shut off the pressure introduction pipes 13, 42 from the atmosphere, negative pressure is introduced into the negative pressure chamber 12a of the actuator 12, positive pressure is introduced into the positive pressure chamber 12b, and the actuator 12 is exhausted. The cut valve 11 is opened, exhaust gas is supplied to the turbine 10b, and the secondary turbo supercharger 1
0 is activated.

Further, the upstream side of the exhaust cut valve 11 in the secondary side branch exhaust passage 3b and the upstream side of the turbine 9a in the primary side branch exhaust passage 3a are communicated with each other by a communication passage 18, and the communication passage 18 is a bypass passage. Both turbines 9a, 1 by 19
It is connected to the exhaust passage 3 on the downstream side of 0a. A waste gate valve 20 is disposed in the bypass passage 19, and a leakage passage 21 connects the secondary branch exhaust passage 3 to the upstream side of the waste gate valve 20 in the bypass passage 19.
An exhaust leak valve 22 is connected between the turbine 10a and the exhaust cut valve 11 of FIG.

A diaphragm actuator 23 for opening and closing the exhaust leak valve 22 is connected to the exhaust leak valve 22.
The pressure chamber of the actuator 23 is connected to the downstream side of the blower 9b of the primary side branch intake passage 2a by a pressure introduction pipe 24, and in the process of increasing the engine speed, the boost pressure downstream of the blower 9b is equal to or higher than a predetermined value. Then, the actuator 23 is driven to open the exhaust leak valve 22.

A diaphragm actuator 26 for opening and closing the wastegate valve 20 is connected to the wastegate valve 20, and a pressure chamber of the actuator 26 is connected to a pressure introduction pipe 27.
It is connected to the three-way valve 28 by. One end of the three-way valve 28 is connected to the downstream side of the blower 9b of the primary branch intake passage 2a through the pressure introduction pipe 24, and the three-way valve 28
When 8 shuts off the pressure introduction pipe 27 from the atmosphere, supercharging pressure is introduced into the pressure chamber of the actuator 26, the actuator 26 opens the wastegate valve 20, and the three-way valve 28 closes the pressure introduction pipe 27 to the atmosphere. When opened, atmospheric pressure is introduced into the pressure chamber of the actuator 26, and the actuator 26 is set to close the wastegate valve 20 by its spring force.

Further, an intake cut valve 30 for preventing backflow is provided on the downstream side of the blower 10b in the secondary side branch intake passage 2b, and the intake cut valve 30 has a diaphragm type valve for opening and closing the intake cut valve 30. The actuator 31 is connected,
A pressure introduction pipe 32 is connected to the pressure chamber of the actuator 31 . On the other hand, the other branch introduction pipe 13 b of the pressure introduction pipe 13 for operating the exhaust cut valve 11 is connected to a differential pressure detection valve 33 . When the supercharging pressure) P1 and the upstream pressure P2 are introduced, and the pressure difference (P1-P2) is a predetermined value or more with the intake cut valve 30 closed, the branch pressure introduction pipe 13b is opened to the atmosphere. and the above pressure difference (P1-P
2) is within the set value, the branch pressure introduction pipe 13b
is designed to be shielded from the atmosphere. Further, a three-way valve 34 made of an electromagnetic solenoid valve is interposed in the middle of the branch pressure introduction pipe 13b, and the other end of the pressure introduction pipe 32 is connected to the three-way valve 34. When the pressure introduction pipe 32 is connected to the pressure introduction pipe 13b on the negative pressure tank 15 side, negative pressure is introduced into the pressure chamber of the actuator 31 and the actuator 31 closes the intake cut valve 30. When the difference is greater than a predetermined value and the differential pressure detection valve 33 side pressure introduction pipe 13b is connected, atmospheric pressure is introduced into the pressure chamber of the actuator 31, and the actuator 31 closes the intake cut valve 3 by its spring force.
Open 0.

Further, the secondary side branch intake passage 2b is provided with a bypass passage 35 that bypasses the blower 10b, and an intake relief valve 36 is disposed in the bypass passage 35. A diaphragm actuator 37 is attached to open and close this. The pressure chamber of the actuator 37 is connected to the negative pressure tank 15 by a pressure introduction pipe 38, and a three-way valve 39 made of an electromagnetic solenoid valve is interposed in the middle of the pressure introduction pipe 38. Further, in FIG. 1, reference numeral 40 denotes a control unit that is composed of a microcomputer or the like and calculates and controls ignition timing, fuel injection amount, and injection timing according to the operating state of the engine. ，
Output a control signal to solenoids 34 and 39 and turn them on.
The engine is turned off and the primary and secondary turbochargers 9 and 10 are driven and controlled. When driving the exhaust cut valve 11 from the closed state to the open state, the operating timing of the three-way valves 14 and 43 is controlled, and the three-way valve 14 is first operated to move the negative pressure chamber of the actuator 12 into the large-volume negative pressure chamber. After introducing negative pressure into the actuator 12a, the program is such that the three-way valve 43 is operated to introduce positive pressure into the small volume positive pressure chamber 12b of the actuator 12. Note that 41 is a rotation speed sensor that detects the engine rotation speed.

Next, the operations of the various valves mentioned above will be explained.

[0020] When the engine 1 is under low load and at low rotation speed,
The exhaust cut valve 11, the intake cut valve 30, the waste gate valve 20, and the exhaust leak valve 22 are closed, and the intake relief valve 36 is opened. In this state, when exhaust gas is discharged from the engine 1 to the branch exhaust passages 3a and 3b, all of the exhaust gas is discharged to the primary side supercharger 9 of the primary side branch exhaust passage 3a.
is concentratedly supplied to the turbine 9a of the engine 1, and only the primary side supercharger 9 is efficiently driven.
Supercharge air is supplied from At that time, the intake cut valve 30
is closed, the primary supercharging air will not flow back into the blower 10b of the secondary supercharger 10.

When the rotational speed or load of the engine 1 increases from this state and reaches the operating line of the exhaust leak valve 22 shown in FIG. 3, that is, when the boost pressure on the downstream side of the blower 9b exceeds a predetermined value, The exhaust leak valve 22 is opened by the supercharging pressure P1 introduced into the pressure chamber of the actuator 23. Then, part of the exhaust gas passes through the bypass passage 19 and the leakage passage 21 to the turbine 10 of the secondary supercharger 10.
a is also supplied, and the secondary turbine 10a is pre-rotated before the exhaust cut valve 11 opens.

When the rotation speed or load of the engine 1 further increases and reaches the ON line (rotation speed R2, load Q2) of the intake relief valve 36 shown in FIG. The pressure introduction pipe 38 is communicated with the atmosphere, atmospheric pressure is introduced into the pressure chamber of the actuator 37, and the intake relief valve 36 is closed.

Furthermore, the rotation speed or load of the engine 1 is
When the exhaust cut valve 11 reaches the first ON line (rotation speed R4', load Q4') shown in FIG. The negative pressure of the negative pressure tank 15 is introduced into the 12 negative pressure chambers 12a. Then, after a predetermined period of time has elapsed, the rotation speed or the load changes to the exhaust cut valve 1 shown in FIG.
When the second ON line (rotation speed R4, load Q4) is reached, the three-way valve 43 cuts off the pressure introduction pipe 42 from the atmosphere according to a control signal from the control unit 40, and positive pressure is applied to the positive pressure chamber 12b of the actuator 12. Positive pressure in the tank 44 is introduced, which causes the exhaust cut-off valve 11 to open quickly and continuously. As a result, the exhaust gas in the secondary side branch exhaust passage 3b is supplied to the turbine 10a of the secondary side supercharger 10, the turbine 10a is rotated, and the secondary side supercharger 10 starts to be driven. At that time, the secondary turbine 1
Since 0a is pre-rotated, the responsiveness of the secondary supercharger 10 is ensured and torque shock is also alleviated.

Furthermore, the intake cut valve 30 shown in FIG.
When the line (rotation speed R6, load Q6) is reached, the three-way valve 34
connects the pressure introduction pipe 32 to the branch pressure introduction pipe 13b on the differential pressure detection valve 33 side in response to a control signal from the control unit 40, and when the pressure difference (P1-P2) exceeds a predetermined value in this state, the actuator 31 Atmospheric pressure is introduced into the pressure chamber and the intake cut valve 30 is opened. Then, in addition to the pressurized intake from the primary supercharger 9, the engine 1 receives the pressurized intake from the secondary supercharger 10.
Pressurized intake air is supplied from In this way, both the primary and secondary superchargers 9, 10 are driven when the engine 1 is at high speed or under high load.

[0025] Both the primary and secondary superchargers 9, 1 as described above
When the rotational speed or load of the engine 1 decreases from the zero operating state and the exhaust cut valve 11 goes to the OFF line (rotational speed R3, load Q3) shown in FIG. is opened to the atmosphere, atmospheric pressure is introduced into the pressure chambers 12a and 12b of the actuator 12, the exhaust cut valve 11 is closed, and the exhaust gas is discharged from the secondary side branch exhaust passage 3b to the turbine 10b of the secondary side supercharger 10. supply is stopped, and driving of the secondary side supercharger 10 is stopped.

When the rotational speed or load of the engine 1 further decreases and the intake cut valve 30 turns to the OFF line (rotational speed R5, load Q5) shown in FIG.
2 is connected to the branch pressure introduction pipe 13b on the side of the negative pressure tank 15, negative pressure is introduced into the pressure chamber of the actuator 31, and the intake cut valve 30 is closed. Only pressurized intake air is now supplied.

When the rotational speed or load of the engine 1 further decreases and the intake relief valve 37 becomes OFF line (rotational speed R1, load Q1) shown in FIG. 3, the three-way valve 39 shuts off the pressure introduction pipe 38 from the atmosphere. , negative pressure is introduced into the pressure chamber of the actuator 37, and the intake relief valve 36 is opened.

Next, the processing of the control unit 40 will be explained using FIG. Here, FIG. 2 schematically shows the arithmetic processing of the control unit 40 using a hardware circuit.

The rotation speed sensor 41 detects the engine rotation speed, and the air flow sensor 8 detects the amount of intake air, and the outputs of both sensors 8 and 41 are sent to the control unit 40.
has been entered. Regarding the engine load, the setting value Q1 and the setting value Q1' are added in the addition circuit 110, and the setting value Q2 for starting the operation of the intake relief valve 36 is determined by the addition circuit 110.
3 and 116, the set value Q3'' and Q3' are set to the set value Q3.
are added, and the first setting value Q4' for starting negative pressure introduction and the second setting value Q4 for starting positive pressure introduction of the exhaust cut valve 11 are further added to the setting value Q5 and the setting value Q5 in the addition circuit 121.
' is added to the set value Q for starting the intake cut valve 30 operation.
6 are calculated respectively. The current engine load determined from the intake air amount is determined by the comparison circuit 100 using the setting value Q2, the comparison circuit 102 from the first operation start setting value Q4', and the comparison circuit 115 from the above second operation start setting value Q4'. The starting set value Q4 is further compared with the above-mentioned set value Q6 in the comparator circuit 108.

On the other hand, regarding the engine speed, the setting value R1 and the setting value R1' are added in the adding circuit 112 to obtain the setting value R2 for starting the operation of the intake relief valve 36.
06 and 119, the set value R3'' and R3 are set to the set value R3.
are added to the first setting value R4' for starting negative pressure introduction of the exhaust cut valve 11 and the second setting value R4 for starting positive pressure introduction, which are further added to the setting value R5 and the setting value R5' in the adding circuit 123. are added to calculate the set value R6 for starting the operation of the intake cut valve 30. The current engine speed detected by the sensor 41 is then determined by the comparator circuit 101 as the set value R2, and in the comparator circuit 105 as the first set value R.
4', the comparison circuit 118 compares the second set value R4, and the comparison circuit 109 compares the set value R6.

When the rotation of the engine 1 or the load increases, when the engine load exceeds the set value Q2 or the engine speed exceeds the set value R2, the comparator circuit 1
00 or the output of the comparator circuit 101 rises and its “
H'' signal is inputted to the three-way valve 39 for operating the intake relief valve 36 via the OR circuit 125, thereby closing the intake relief valve 36.

When the engine load exceeds the first set value Q4' or the engine speed exceeds the first set value R4', the output of the comparator circuit 102 or 105 rises and becomes "H". The signal is inputted to the three-way valve 14 for operating the exhaust cut valve 11 via the OR circuit 126, and negative pressure is introduced into the negative pressure chamber 12a of the actuator 12. Furthermore, whether the engine load becomes equal to or higher than the second set value Q4,
Alternatively, when the engine speed becomes equal to or higher than the second set value R4, the output of the comparison circuit 115 or 118 rises, and the "H" signal is input to the three-way valve 43 for operating the exhaust cut valve 11 via the OR circuit 127. As a result, positive pressure is introduced into the positive pressure chamber 12b of the actuator 12, which opens the exhaust cut valve 11 and supplies exhaust gas to the turbine 10a of the secondary side turbocharger 10.

[0033] When the engine load and rotation speed further increase and exceed the set value Q6 or set value R6, the comparator circuit 10
8 or the output of the comparison circuit 109 rises, and its “H”
” signal is inputted to the three-way valve 34 for operating the intake cut valve 30 via the OR circuit 130 and the gate 131, the intake cut valve 30 is opened, and the pressurized intake from the secondary side supercharger 10 is thereby supplied to the engine 1. Thus, both the primary and secondary turbochargers 9, 10 are driven.

[0034] Furthermore, the comparison circuit 115 or the comparison circuit 11
The "H" signal of No. 8 is also input as a control signal to the three-way valve 28 for operating the waste gate valve 20 via the OR circuit 127.

Furthermore, when the intake relief valve 36 is opened,
The “H” signal of the OR circuit 125 is connected to the gate circuits 111, 11.
3 and closes the gate, comparing circuits 100 and 101
The reference values are Q1, R1, but at this time, the engine load or rotational speed is greater than the reference value Q1, R1, so the "H" signal is output as is. On the other hand, when the exhaust cut valve 11 is opened, the OR circuits 126 and 127 become "H".
The signal is input to gate circuits 104, 107, 117, 120 to close the gates, and comparator circuits 102, 115, 10
The reference values of 5,118 are Q3 and R3, but at this time, the engine load or rotational speed is equal to or higher than the reference value Q3 or R3, so the "H" signal is output as is. Furthermore, when the intake cut valve 30 is opened, the OR circuit 13
The "H" signal of 0 is input to the gate circuits 122 and 124 to close the gates, and the reference value of the comparison circuits 108 and 109 is Q.
5, R5, but at this time, the engine load or rotational speed is greater than the reference value Q5 or R5, so the "H" signal is output as is.

On the other hand, if the rotation or load of the engine 1 decreases from such a state and the load becomes less than the reference value Q3,
When the rotation speed becomes less than the reference value R3, the comparator circuit 102,1
The outputs of 05, 115, and 118 fall, and the three-way valves 14 and 43 for operating the exhaust cut valve 11 are connected to the pressure introduction pipes 13 and 4.
2 to the atmosphere, the pressure chamber 12a of the actuator 12
, 12b, the exhaust cut valve 11 is closed, and the secondary side turbocharger 10 is stopped. Further, the outputs of the comparison circuits 115 and 118 are input to a timer circuit 128.

[0037] Is the engine load below the reference value Q5?
When the engine speed falls below the reference value R5, the comparison circuit 1
When the outputs of 08 and 109 fall or the exhaust cut valve 11 is closed and a predetermined time has elapsed and the gate 131 is closed, the "H" signals of the comparison circuits 108 and 109 are also stopped, and the intake cut valve 30 is closed. Closed.

Further, when the engine load becomes less than the reference value Q1 or the engine speed becomes less than the reference value R1, the outputs of the comparison circuits 100 and 101 fall and the intake relief valve 36 is opened.

In the conventional actuator drive device, when the exhaust cut valve 11 starts to open, positive pressure and negative pressure are simultaneously introduced into the actuator, as shown in FIG. 4(c). As a result of the delay in the pressure rise on the large negative pressure chamber side, it takes time for the operating pressure to reach the valve opening pressure as shown in Figure 4(b), and the actuator operation is delayed as shown in Figure 4(a). Not only is there a delay, but (d
), a large switching shock occurred. On the other hand, in the actuator drive device of this embodiment, when the exhaust cut valve 11 starts to open, as shown in FIG. After introducing the positive pressure and raising the pressure sufficiently, positive pressure was introduced into the positive pressure chamber 12b, so as shown in FIG.
As shown in (b) of FIG. 5, the operating pressure increases rapidly and reaches the valve opening pressure immediately, and as shown in (a) of FIG. 5, the actuator 12 also operates quickly without any time delay. (
As shown in d), the switching shock is also small.

[0040]

Effects of the Invention As described above, according to the actuator drive device according to the present invention, two
In an actuator drive device that drives an actuator by introducing positive pressure into one chamber and negative pressure into the other, pressure is introduced into the chamber with a larger volume at the start of operation, while the pressure is introduced into the chamber with a smaller volume. The pressure is introduced a predetermined time earlier than the introduction of pressure to the actuator, or the passage resistance of the pressure introduction path to each chamber is set to be smaller on the side of the chamber with the larger volume at the start of operation. It can be operated quickly without any time delay, and has the effect of reducing switching shock.

[Brief explanation of drawings]

FIG. 1 is a schematic configuration diagram showing a control device for a supercharged engine equipped with an actuator drive device according to an embodiment of the present invention.

FIG. 2 is a schematic diagram representing arithmetic processing of a control unit in the control device in terms of hardware.

FIG. 3 is a diagram showing switching characteristics of various valves in the control device.

FIG. 4 is a diagram showing characteristics during switching in a control device and an actuator drive device according to a conventional example.

FIG. 5 is a diagram showing characteristics at the time of switching in the control device and actuator drive device according to the above embodiment.

[Explanation of symbols]

12 Actuator 12a Negative pressure chamber 12b Positive pressure chamber

Claims (2)

[Claims] Claim 1: In an actuator drive device that drives an actuator by introducing positive pressure into one of two chambers separated by a diaphragm and negative pressure into the other, the chamber with a larger volume at the start of operation is An actuator drive device characterized by controlling the introduction of pressure to be performed a predetermined time earlier than the introduction of pressure to a chamber having a smaller volume. 2. In an actuator drive device that drives an actuator by introducing positive pressure into one of two chambers separated by a diaphragm and negative pressure into the other, passage resistance of a pressure introduction path to each chamber is reduced. An actuator drive device characterized in that the chamber side having a larger volume at the start of operation is set smaller.