WO2010110243A1 - エンジン - Google Patents
エンジン Download PDFInfo
- Publication number
- WO2010110243A1 WO2010110243A1 PCT/JP2010/054933 JP2010054933W WO2010110243A1 WO 2010110243 A1 WO2010110243 A1 WO 2010110243A1 JP 2010054933 W JP2010054933 W JP 2010054933W WO 2010110243 A1 WO2010110243 A1 WO 2010110243A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- engine
- pressure oil
- hydraulic
- pump
- flow path
- Prior art date
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/52—Systems for actuating EGR valves
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/12—Control of the pumps
- F02B37/24—Control of the pumps by using pumps or turbines with adjustable guide vanes
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
- F01M11/00—Component parts, details or accessories, not provided for in, or of interest apart from, groups F01M1/00 - F01M9/00
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/12—Control of the pumps
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/12—Control of the pumps
- F02B37/22—Control of the pumps by varying cross-section of exhaust passages or air passages, e.g. by throttling turbine inlets or outlets or by varying effective number of guide conduits
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
- F01M1/00—Pressure lubrication
- F01M1/12—Closed-circuit lubricating systems not provided for in groups F01M1/02 - F01M1/10
- F01M2001/123—Closed-circuit lubricating systems not provided for in groups F01M1/02 - F01M1/10 using two or more pumps
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
- F01M9/00—Lubrication means having pertinent characteristics not provided for in, or of interest apart from, groups F01M1/00 - F01M7/00
- F01M9/10—Lubrication of valve gear or auxiliaries
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Definitions
- the present invention relates to an engine.
- variable turbocharger that can adjust the opening degree of a nozzle portion that ejects exhaust gas is known.
- the variable turbocharger incorporates an opening adjustment mechanism for the nozzle portion, and it has been proposed to drive such an opening adjustment mechanism with a hydraulic actuator (for example, Patent Document 1).
- EGR Exhaust Gas Recirculation
- a configuration for performing EGR it is common to include an EGR pipe that allows the exhaust pipe and the intake pipe to communicate with each other, and an EGR valve device that is provided in the middle of the EGR pipe. It has been proposed to be performed by a hydraulic actuator (for example, Patent Document 2).
- the hydraulic actuator used in the variable turbocharger or EGR system is piloted to the position where it balances with the spring for reaction force generation by the pilot pressure generated by the electromagnetic proportional control valve (hereinafter referred to as EPC valve: Electronic Proportional Control valve).
- EPC valve Electronic Proportional Control valve
- the spool is moved and the hydraulic piston is moved by following the pilot spool by pump pressure oil from the main pump, and the opening adjustment mechanism of the variable turbocharger is driven in conjunction with the hydraulic piston, or the EGR device Is to operate.
- the stop position of the spool that moves with the pilot pressure corresponding to the current can be adjusted, and if it is a variable turbocharger, the amount of movement of the hydraulic piston and thus the opening adjustment mechanism
- the opening of the nozzle part can be controlled, and if it is an EGR device, the opening of the poppet valve in the part through which the exhaust gas passes can be controlled.
- the hydraulic actuator for the variable turbocharger is attached to the variable turbocharger, whereas the EPC valve that is susceptible to heat is It is not attached to a variable turbocharger or a hydraulic actuator, but is attached to a hydraulic manifold block in a position where it is not affected by the heat of the variable turbocharger.
- the electromagnetic proportional actuator of the EGR valve device is incorporated as a part of the EGR valve device because the exhaust gas cooled by the EGR cooler may pass through the EGR valve device and does not become so hot. ing.
- variable turbocharger and the EGR valve are arranged on the upper side of the engine. It is located on the relatively upper side of the engine and is fixed to the cylinder head or the like. For this reason, when the position of the center of gravity of the engine becomes high, and the engine vibrates greatly or is shaken together with the vehicle body, there is a problem that the vibration and shaking are not easily suppressed and are not stable.
- piping from the main pump, piping to the variable turbocharger, piping to the EGR valve, and other piping for drains are connected to the hydraulic manifold block. Installation takes time and is liable to cause erroneous piping, resulting in problems in assembly.
- An object of the present invention is to provide an engine in which the cylinder head side can be lightened, stability can be improved, and assemblability can be improved.
- the engine of the present invention includes at least a variable turbocharger, an exhaust recirculation valve device, first and second hydraulic actuators for driving the variable turbocharger and the exhaust recirculation valve device, and the first ,
- a first control valve and a second control valve for generating a pilot pressure for the second hydraulic actuator are provided, and either one of the variable turbocharger and the exhaust recirculation valve device includes the first, Both of the second control valves are attached, and the one device is arranged at a position different from the exhaust manifold side of the engine.
- the state in which the first and second control valves are attached to one device includes the state in which the first and second control valves are directly attached to the one device and the hydraulic pressure to one device. This includes the case where the first and second control valves are indirectly attached via the actuator.
- the exhaust recirculation valve device includes a pump pressure oil internal flow path for flowing pump pressure oil to the second hydraulic actuator, and a pump branching from the pump pressure oil internal flow path to the pump.
- An internal branch flow path for generating a pilot pressure is provided.
- the first hydraulic actuator is provided with a drain port for the pump pressure oil, and the drain port communicates with the variable turbocharger.
- engine lubricating oil is used as pressure oil to the first and second hydraulic actuators.
- an engine lubrication circuit that lubricates the engine
- a pressure oil supply circuit that branches from the engine lubrication circuit and supplies the engine lubricant to the first and second hydraulic actuators
- the engine lubrication circuit A hydraulic pump provided in the engine for supplying the engine lubricating oil to the engine lubricating circuit, and a booster provided in the pressure oil supplying circuit for increasing the pressure of the engine lubricating oil from the hydraulic pump and flowing it to the pressure oil supplying circuit And a pump.
- the first control valve for the first hydraulic actuator and the second control valve for the second hydraulic actuator are both the same device (the variable turbocharger or the exhaust gas recirculation valve device). Since the pump pressure oil is directly supplied to the equipment to which these are attached, the original pressure for generating the pilot pressure is distributed and supplied from the equipment to the first and second control valves. Alternatively, pump pressure oil can be supplied from the device to the first and second hydraulic actuators, and a conventional hydraulic manifold block for pump pressure distribution can be dispensed with. Therefore, as an engine, the number of heavy parts can be reduced, and vibration and shaking can be easily subsided, and stability can be improved. In addition, since the conventional hydraulic manifold block is unnecessary, it is possible to omit the assembly work of nipples and pipes assembled thereto, and improve the assemblability.
- variable turbochargers and exhaust recirculation valve devices are usually installed at high places near the cylinder head of the engine, the hydraulic manifold block used with these devices is also installed from high places.
- the center of gravity of the engine can be reliably lowered, and the stability can be further improved.
- the pressure oil can be drained via the variable turbocharger.
- the drain pipe that was originally provided it is possible to omit the assembly of a long pipe.
- communication between the first hydraulic actuator and the variable turbocharger can be realized without drain piping, reducing the number of piping. it can.
- the perspective view which shows schematic structure of the pressure oil supply circuit provided in the engine.
- the left view which shows the apparatus used with the pressure oil supply circuit.
- the front view which shows the apparatus used with the pressure oil supply circuit.
- the right view which shows the apparatus used with the pressure oil supply circuit.
- the engine lubrication circuit 70 applied to the engine 1 of one Embodiment of this invention is demonstrated first.
- the lubrication circuit 70 is formed so that the lubricating oil in the oil pan 80 of the engine 1 is pumped up by a main hydraulic pump 81 and supplied to the main gallery 84 through an oil cooler 82 and an oil filter 83. Yes. With the lubricating oil from the main gallery 84, the crankshaft 85 and the camshaft 86 are mainly lubricated.
- the lubrication circuit 70 includes an injector side circuit 71 that branches from the main gallery 84 and lubricates a cam drive unit and the like in the fuel injection device 87 such as a fuel supply pump, and a power transmission mechanism 88 including a timing gear.
- a part of the lubricating oil is supplied to the hydraulic servo drive device (first hydraulic actuator) 30 and the hydraulic servo drive device (second hydraulic actuator) 40 as drive pressure oil.
- a pressure oil supply circuit 90 is provided.
- a drain flow path 76 for flowing drain pressure oil from the hydraulic servo drive device 30 into the variable turbocharger 10 is provided. The drain flow path 76 joins the drain circuit 75.
- the pressure oil for driving the hydraulic servo drive devices 30 and 40 is covered by a part of the engine lubricating oil, but the circuit for supplying the pressure oil branches from the front of the main gallery 84.
- Pressure oil supply circuit 90 A pressure boosting pump 91 is provided at the base end side of the pressure oil supply circuit 90, and the pressurized pressure oil is supplied to the pump port 42 of the hydraulic servo drive device 40 built in the EGR valve device 20 through the drive pressure circuit 92. Is done.
- the drive pressure circuit 92 passes through the inside of the EGR valve device 20 to the drive pressure circuit 93 supplied to the pump port 31 side of the hydraulic servo drive device 30 and the pilot port 32 of the hydraulic servo drive device 30. It is branched to a pilot pressure circuit 94 for supplying pilot pressure oil.
- the pilot pressure in the pilot pressure circuit 94 is generated by an EPC valve 51 that is a first control valve attached to the outer surface of the EGR valve device 20.
- EPC valve 51 By applying a predetermined current to the EPC valve 51, a pilot pressure corresponding to the current is generated, and the pilot spool 63 (FIG. 4) of the hydraulic servo drive device 30 can be moved to a position corresponding to the pilot pressure. is there. Thereby, the nozzle opening degree of the variable turbocharger 10 can be driven and adjusted by the hydraulic servo drive device 30.
- the pilot pressure of the hydraulic servo drive device 40 built in the EGR valve device 20 is generated by the EPC valve 52 which is another second control valve provided in the EGR valve device 20. That is, two EPC valves 51 and 52 are arranged in parallel in the EGR valve device 20. Similarly, the pilot pressure oil from the EPC valve 52 can move the pilot spool 49 (FIG. 4) of the hydraulic servo drive device 40 to a position corresponding to the pilot pressure. Accordingly, the poppet valve 21 (FIG. 4) of the EGR valve device 20 is driven by the hydraulic servo drive device 40, and the valve opening degree can be adjusted.
- the water cooling circuit is also connected to the variable turbocharger 10, and it is cooled with the cooling water which flows through this water cooling circuit.
- the end on the return side of the drain circuit 75 is illustrated as being connected to the oil pan 80, but in reality, the drain circuit 75 is connected to the engine body, and oil is passed through the engine body. Return to oil pan 80.
- a variable turbocharger 10 is provided at an upper position of the cylinder head 2 on the exhaust side of the engine 1 (the side on which an exhaust manifold (not shown) is installed).
- the variable turbocharger 10 includes an exhaust turbine 11, a compressor 12 driven by the exhaust turbine 11, and an opening adjustment mechanism for adjusting the nozzle opening on the exhaust turbine 11 side. Since these specific configurations are already known, detailed description thereof is omitted here.
- the variable turbocharger 10 is provided with a hydraulic servo drive device 30 for driving a built-in opening adjustment mechanism.
- An EGR cooler 3 is disposed on the exhaust side of the engine 1.
- the EGR cooler 3 is a heat exchanger that cools the exhaust gas for performing EGR, and is attached relatively upstream of the EGR pipe 4, that is, close to the exhaust manifold.
- the cooling water used in the EGR cooler 3 the cooling water of the engine 1 is used.
- the EGR valve device 20 is also provided at the upper position of the cylinder head 2 on the intake side of the engine 1 (the side where an unillustrated intake manifold or the like is installed).
- the EGR valve device 20 is attached to the downstream side of the EGR cooler 3, that is, close to the intake manifold.
- the EGR valve device 20 includes an exhaust gas introduction opening 24, an exhaust gas outflow opening 25 (FIG. 3B), and a poppet valve 21 that opens and closes the exhaust gas introduction opening 24.
- the side surface of the EGR valve device 20 includes an EPC valve 51 that generates a pilot pressure to the hydraulic servo drive device 30 for the variable turbocharger 10 and an EGR valve device 20 itself.
- An EPC valve 52 that generates a pilot pressure for the built-in hydraulic servo drive device 40 is provided in parallel.
- each EPC valve 51, 52 is not affected by heat, in this embodiment, it is provided in the EGR valve device 20 disposed on the intake side. However, even if the equipment is arranged on the side other than the intake manifold side, it is unlikely to be affected by heat, such as a position different from the exhaust manifold side (for example, the front end side and the rear end side in the cylinder row direction of the engine 1).
- the EPC valves 51 and 52 can be attached to the devices arranged in the above.
- a booster pump 91 of the pressure oil supply circuit 90 described in FIG. 1 is provided on the lower side of the cylinder block 5.
- the booster pump 91 and the pump port 42 (see also FIG. 3B) of the EGR valve device 20 (hydraulic servo drive device 40) are connected by a pipe for a drive pressure circuit 92 that supplies main pump pressure oil.
- the EGR valve device 20 is provided with a drain port 43 (also see FIG. 3C) for draining the pressure oil used in the hydraulic servo drive device 40.
- the drain port 43 and the lower side of the cylinder block 5 are connected by a pipe for the drain circuit 95.
- the drain pressure oil returned to the cylinder block 5 by the drain circuit 95 returns to the oil pan 80 (FIG. 1) as it is.
- the EGR valve device 20 is provided with an output port 22 branched from the flow path of the pump port 42 therein.
- the output port 22 and the pump port 31 of the hydraulic servo drive device 30 on the variable turbocharger 10 side are connected by a pipe for the drive pressure circuit 93.
- the EGR valve device 20 is provided with an output port 23 for pilot pressure oil from the EPC valve 51, and the output port 23 and the pilot port 32 of the hydraulic servo drive device 30 are connected to the pilot pressure circuit 94. Connected with.
- FIG. 4 shows a more detailed hydraulic circuit of the EGR valve device 20 and the hydraulic servo drive devices 30 and 40 connected to the pressure oil supply circuit 90. Based on FIG. 4, the EGR valve device 20 and the hydraulic servo drive devices 30 and 40 will be described in detail and their operations will be described.
- the pressure oil from the booster pump 91 is supplied to the pump port 42 of the EGR valve device 20 through the drive pressure circuit 92.
- the pump port 42 and the pressure oil inflow port 46 of the piston 45 constituting the hydraulic servo drive device 40 communicate with each other through a first internal flow path (internal flow path for pump pressure oil) 101.
- the first internal flow path 101 is provided with a filter 101A.
- the drain outlet port 47 of the piston 45 and the drain port 43 communicate with each other through the second internal flow path 102.
- the pressure oil outflow port 48 of the piston 45 and the cylinder pressure oil chamber 61 of the hydraulic servo drive device 40 communicate with each other through the third internal flow path 103.
- the pilot spool 49 in the piston 45 is driven by the pilot pressure oil of the EPC valve 52.
- the pilot spool 49 is provided with a position sensor 49B, and the position of the pilot spool 49 is servo-controlled by feeding back a position detection signal from the position sensor 49B to a control device (not shown).
- pilot spool 49 When pilot pressure oil smaller than the spring force of the spring 49A is supplied to the pilot spool 49, the pilot spool 49 returns to the right side in the drawing by the spring force. Then, while the first internal flow path 101 is shut off, the second internal flow path 102 and the third internal flow path 103 communicate with each other via the ports 47 and 48, and the pressure oil in the cylinder pressure oil chamber 61. Drain. For this reason, the hydraulic piston 62 returns following the pilot spool 49 by the spring force of another spring 62A.
- the stop position of the pilot spool 49 is a position where the pilot pressure acting on the pilot spool 49 is balanced with the spring force of the spring 49A. At this position, the pilot spool 49 becomes the center position, and the supply of pressure oil is shut off.
- the poppet valve 21 is maintained at an opening degree corresponding to the pilot pressure, and a desired amount of exhaust gas passes through the poppet valve 21.
- a fourth internal flow path (internal branch flow path for pilot pressure generation) 104 is branched from the first internal flow path 101.
- the fourth internal flow path 104 communicates with the fifth internal flow path 105 in the EPC valve 52 that supplies pilot pressure oil to the hydraulic servo drive device 40.
- the fifth internal flow path 105 is provided with a filter 105A.
- the tip of the fifth internal flow path 105 communicates with the pressure oil inflow port 54 of the pressure reducing valve 53 that constitutes the EPC valve 52.
- a sixth internal flow path 106 communicates with the pilot pressure output port 55 provided in the pressure reducing valve 53, and a filter 106 ⁇ / b> A is provided in the sixth internal flow path 106.
- the sixth internal flow path 106 communicates with a seventh internal flow path 107 on the EGR valve device 20 side, and the seventh internal flow path 107 communicates with a pressure oil chamber provided in the piston 45, and this pressure
- the pilot spool 49 is moved by supplying the pilot pressure oil to the oil chamber.
- the pump pressure oil is decompressed using the base oil, and pilot pressure oil is produced.
- a drain outlet port 56 provided in the pressure reducing valve 53 communicates with the eighth internal channel 108, and the third internal channel 108 communicates with the ninth internal channel 109 of the EGR valve device 20, and The tip of the internal channel 109 is connected to the second internal channel 102 for drain. Accordingly, the pilot pressure oil that has returned to the pressure reducing valve 53 when the pilot spool 49 is moved to the return side returns from the drain port 43 of the EGR valve device 20 through the drain circuit 95.
- a tenth internal flow path (internal branch flow path for pump pressure oil) 110 is also branched from the first internal flow path 101.
- the tip of the tenth internal flow path 110 communicates with the output port 22 from which pump pressure oil is output. That is, the main pump pressure oil is output from the output port 22 through the first internal channel 101 and the tenth internal channel 110, and from here through the drive pressure circuit 93, the hydraulic servo drive device 30 on the variable turbocharger 10 side. To be supplied.
- an eleventh internal flow path (pilot pressure generating internal branch flow path) 111 is further branched from the tenth internal flow path 110.
- the eleventh internal flow path 111 communicates with the twelfth internal flow path 112 in the EPC valve 51 that supplies pilot pressure oil to the hydraulic servo drive device 30.
- the twelfth internal flow path 112 is provided with a filter 112A.
- the tip of the twelfth internal flow path 112 communicates with the pressure oil inflow port 58 of the pressure reducing valve 57 that constitutes the EPC valve 51.
- the pilot pressure output port 59 provided in the pressure reducing valve 57 communicates with the thirteenth internal flow path 113, and the thirteenth internal flow path 113 is provided with a filter 113A.
- the thirteenth internal flow path 113 communicates with the fourteenth internal flow path 114 on the EGR valve device 20 side, and the fourteenth internal flow path 114 communicates with the output port 23 from which pilot pressure oil is output. . That is, the pilot pressure oil produced by reducing the pump pressure oil by the EPC valve 51 is output from the output port 23 through the fourteenth internal flow path 114 of the EGR valve device 20, and from there, the variable turbocharger is passed through the pilot pressure circuit 94. It is supplied to the hydraulic servo drive device 30 on the feeder 10 side.
- the drain outlet port 60 provided in the pressure reducing valve 57 communicates with the fifteenth internal flow path 115, and the fifteenth internal flow path 115 communicates with the sixteenth internal flow path 116 of the EGR valve device 20. Yes.
- the sixteenth internal flow path 116 communicates with the ninth internal flow path 109, and the pilot pressure oil that has returned to the pressure reducing valve 57 when the pilot spool 63 of the hydraulic servo drive device 30 is moved to the return side is also present. , The flow returns from the drain port 43 of the EGR valve device 20 through the drain circuit 95.
- Pump pressure oil is supplied from the EGR valve device 20 to the pump port 31 of the hydraulic servo drive device 30 through the drive pressure circuit 93.
- the pump port 31 and the pressure oil inflow port 65 of the piston 64 constituting the hydraulic servo drive device 30 communicate with each other through a seventeenth internal flow path 117.
- the seventeenth internal channel 117 is provided with a filter 117A.
- the drain outlet port 66 of the piston 64 and the drain port 33 of the hydraulic servo drive device 30 communicate with each other through an eighteenth internal flow path 118.
- the first pressure oil inflow / outflow port 67 of the piston 64 and the bottom side cylinder pressure oil chamber 34 of the hydraulic servo drive device 30 communicate with each other through a nineteenth internal flow path 119.
- the second pressure oil inflow / outflow port 68 of the piston 64 and the top side cylinder pressure oil chamber 35 communicate with each other through the twentieth internal flow path 120.
- the pilot port 32 of the hydraulic servo drive device 30 communicates with the pilot pressure oil chamber of the piston 64 via the 21st internal flow path 121.
- the twenty-first internal flow path 121 is provided with a filter 121A.
- the pilot spool 63 in the piston 64 is driven by the pilot pressure oil of the EPC valve 51.
- the pilot spool 63 is provided with a position sensor 63B, and the position of the pilot spool 63 is servo-controlled by feeding back a position detection signal from the position sensor 63B to a control device (not shown).
- the hydraulic piston 36 moves, and the lever 13 of the opening adjustment mechanism of the variable turbocharger 10 connected thereto is driven to Open the opening.
- the bottom cylinder pressure oil chamber 34 communicates with the drain port 33 through the nineteenth internal flow path 119, the ports 66 and 67, and the eighteenth internal flow path 118, and the hydraulic piston 36 is connected to the bottom side.
- the pump pressure oil corresponding to the amount moved to (according to the pump pressure oil flowing into the top cylinder pressure oil chamber 35) is drained.
- Such a hydraulic piston 36 is also configured to move following the pilot spool 63.
- the ports 65, 66, 67, 68 provided in the hydraulic piston 36 also move simultaneously. Therefore, when the pilot spool 63 stops at a position where it is in balance with the spring 63A, when the hydraulic piston 36 catches up with the stopped position, the pilot spool 63 becomes the center position, shuts off the main pump pressure oil and shuts off the hydraulic piston. 36 is held and the opening degree of the nozzle part is maintained.
- the pressure oil supply circuit 90 that supplies the main pump pressure oil is branched into the hydraulic servo drive devices 30 and 40 in the EGR valve device 20, respectively. Since EPC valves 51 and 52 for generating pilot pressure in the servo drive devices 30 and 40 are both attached to the EGR valve device 20, a conventional hydraulic manifold block for distributing pump pressure oil and pilot pressure oil is used as EGR.
- the valve device 20 can be substituted, and such a hydraulic manifold block can be dispensed with.
- the present invention is not limited to the above-described embodiments, and modifications, improvements, and the like within the scope that can achieve the object of the present invention are included in the present invention.
- the three-port three-position piston 45 is configured by the pilot spool 49 on the hydraulic servo driving device 40 side, and the four-port three-position piston is formed by the pilot spool 63 on the hydraulic servo driving device 30 side.
- 64 is configured, but both the hydraulic servo drive devices 30 and 40 may adopt a 3-port 3-position system or a 4-port 3-position system. Whether to use the driving device may be arbitrarily determined in the implementation.
- the EPC valves 51 and 52 are both attached to the EGR valve device 20, but the case where both are attached to the variable turbocharger 10 is also included in the present invention. However, it is preferable to attach the EGR valve device 20 that is less likely to become a high temperature than the EPC valves 51 and 52 to the variable turbocharger 10 that becomes a high temperature because it is not affected by heat.
- the hydraulic servo drive device 40 for the EGR valve device 20 is built in the EGR valve device 20, but the hydraulic servo drive device 30 is attached to the outside of the variable turbocharger 10. In the same manner as described above, the hydraulic servo drive device 40 may be attached to the outside of the EGR valve device 20.
- the drain port 33 of the hydraulic servo drive device 30 communicates with the variable turbocharger 10 through the drain flow path 76 and drains the drain pressure oil from the drain port 33 via the variable turbocharger.
- the configuration is not limited to this, for example, the drain port 33 and the drain circuit 95 (FIG. 1) may be connected to perform draining.
- the hydraulic servo drive devices 30 and 40 have been described as the hydraulic actuator of the present invention, but a non-servo control type hydraulic actuator that moves the pilot spool without servo control may be used.
- the pilot pressure is generated by the EPC valves 51 and 52 for the variable turbocharger 10 and the EGR valve device 20, but the EPC valve for driving the variable displacement hydraulic pump is used.
- it may be an EPC valve for a variable valve timing device configured so that the opening / closing timing of the valve is variable.
- an EPC valve is used to generate a pilot pressure for a hydraulic actuator that drives a swash plate or the like.
- the rotation of the crankshaft of the engine is transmitted to the camshaft via the planetary speed reducer, and a part of the planetary gear mechanism in the planetary speed reducer is driven by a hydraulic actuator to rotate the crankshaft and the camshaft.
- An EPC valve is used to generate a pilot pressure for such a hydraulic actuator, such as when the phase difference from the rotation of the hydraulic actuator is variable.
- the internal flow path 111 provided in the EGR valve device 20 branches from the internal flow path 110 and communicates with the EPC valve 51 side. May be directly branched from the internal flow path 101.
- the two EPC valves 51 and 52 are integrated in the EGR valve device 20, but the present invention includes the case where three or more EPC valves are attached to one device.
- the present invention can be suitably used for an engine equipped with a plurality of devices that use pilot pressure generated by an EPC valve.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Lubrication Of Internal Combustion Engines (AREA)
- Supercharger (AREA)
- Exhaust-Gas Circulating Devices (AREA)
Abstract
Description
ここで、一方の機器に第1、第2制御弁が取り付けられている状態としては、該一方の機器に第1、第2制御弁が直接取り付けられている状態の他、一方の機器に油圧アクチュエータを介して第1、第2制御弁を間接的に取り付けられている場合も含む。
特に、第1油圧アクチュエータを可変ターボ過給機に対して密接させて取り付けておくことにより、第1油圧アクチュエータと可変ターボ過給機との連通をドレン配管なしで実現でき、配管の本数を低減できる。
図1において、潤滑回路70は、エンジン1のオイルパン80内の潤滑油をメインの油圧ポンプ81で汲み上げて、オイルクーラ82およびオイルフィルタ83を介してメインギャラリ84に供給するように形成されている。このメインギャラリ84からの潤滑油では主に、クランクシャフト85およびカムシャフト86が潤滑される。
図2において、エンジン1の排気側(図示略の排気マニホールド等が設置される側)には、シリンダヘッド2の上部位置に可変ターボ過給機10が設けられている。可変ターボ過給機10は、排気タービン11、この排気タービン11によって駆動されるコンプレッサ12、および排気タービン11側のノズル開度を調整する開度調整機構を備えている。これらの具体的な構成は既知であるため、ここでの詳細な説明は省略する。可変ターボ過給機10には、内蔵された開度調整機構を駆動するための油圧サーボ駆動装置30が取り付けられている。また、エンジン1の排気側には、EGRクーラ3が配置されている。
なお、パイロットスプール49の停止位置は、パイロットスプール49に作用するパイロット圧がバネ49Aのバネ力とつり合った位置であり、この位置ではパイロットスプール49がセンター位置となり、圧油の供給が遮断されてポペットバルブ21はパイロット圧に応じた開度に維持され、所望の排気ガス量がポペットバルブ21を通過する。
油圧サーボ駆動装置30のポンプポート31には、EGRバルブ装置20から駆動圧回路93を通してポンプ圧油が供給される。油圧サーボ駆動装置30の内部において、ポンプポート31と油圧サーボ駆動装置30を構成するピストン64の圧油流入ポート65とが第17内部流路117で連通している。第17内部流路117にはフィルタ117Aが設けられている。
例えば、前記実施形態では、油圧サーボ駆動装置40側では、パイロットスプール49により3ポート3位置式のピストン45が構成され、油圧サーボ駆動装置30側では、パイロットスプール63により4ポート3位置式のピストン64が構成されていたが、両方の油圧サーボ駆動装置30,40にて3ポート3位置式を採用したり、4ポート3位置式を採用したりしてもよく、どのような構成の油圧サーボ駆動装置を用いるかは、その実施にあたって任意に決められてよい。
前記実施形態では、2つのEPCバルブ51,52がEGRバルブ装置20に集約されていたが、3つ以上のEPCバルブを1つの機器に取り付けた場合でも本発明に含まれる。
Claims (5)
- エンジンにおいて、
少なくとも可変ターボ過給機、排気再循環用バルブ装置と、
前記可変ターボ過給機、排気再循環用バルブ装置をそれぞれ駆動する第1、第2油圧アクチュエータと、
前記第1、第2油圧アクチュエータ用のパイロット圧を生成する第1、第2制御弁とが設けられ、
前記可変ターボ過給機、排気再循環用バルブ装置のいずれか一方の機器には、前記第1、第2制御弁の両方が取り付けられ、
前記一方の機器は、該エンジンの排気マニホールド側とは異なる位置に配置されている
ことを特徴とするエンジン。 - 請求項1に記載のエンジンにおいて、
前記排気再循環用バルブ装置には、前記第2油圧アクチュエータへポンプ圧油を流すポンプ圧油用内部流路と、
前記ポンプ圧油用内部流路から分岐して前記ポンプ圧油を前記第1油圧アクチュエータ側に流すポンプ圧油用内部分岐流路と、
前記ポンプ圧油用内部流路から分岐して前記第1、第2制御弁に前記ポンプ圧油を流す一対のパイロット圧生成用内部分岐流路とを備えている
ことを特徴とするエンジン。 - 請求項1または請求項2に記載のエンジンにおいて、
前記第1油圧アクチュエータには前記ポンプ圧油のドレンポートが設けられ、
前記ドレンポートは前記可変ターボ過給機と連通している
ことを特徴とするエンジン。 - 請求項1ないし請求項3のいずれかに記載のエンジンにおいて、
前記第1、第2油圧アクチュエータへの圧油としてエンジン潤滑油が用いられている
ことを特徴とするエンジン。 - 請求項4に記載のエンジンにおいて、
当該エンジンを潤滑するエンジン潤滑回路と、
前記エンジン潤滑回路から分岐して前記エンジン潤滑油を前記第1、第2油圧アクチュエータへ供給する圧油供給回路と、
前記エンジン潤滑回路内に設けられて該エンジン潤滑回路に前記エンジン潤滑油を流す油圧ポンプと、
前記圧油供給回路内に設けられて前記油圧ポンプからのエンジン潤滑油を昇圧して該圧油供給回路に流す昇圧ポンプとを備えている
ことを特徴とするエンジン。
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
SE1150990A SE535921C2 (sv) | 2009-03-26 | 2010-03-23 | Arrangemang för motor innefattande styrventiler fästa vid EGR-ventilanordningen |
JP2011506047A JP4988960B2 (ja) | 2009-03-26 | 2010-03-23 | エンジン |
CN2010800185173A CN102414428B (zh) | 2009-03-26 | 2010-03-23 | 发动机 |
US13/260,395 US8438848B2 (en) | 2009-03-26 | 2010-03-23 | Engine with turbocharger and EGR |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2009-077249 | 2009-03-26 | ||
JP2009077249 | 2009-03-26 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2010110243A1 true WO2010110243A1 (ja) | 2010-09-30 |
Family
ID=42780935
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2010/054933 WO2010110243A1 (ja) | 2009-03-26 | 2010-03-23 | エンジン |
Country Status (5)
Country | Link |
---|---|
US (1) | US8438848B2 (ja) |
JP (1) | JP4988960B2 (ja) |
CN (1) | CN102414428B (ja) |
SE (1) | SE535921C2 (ja) |
WO (1) | WO2010110243A1 (ja) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20140255222A1 (en) * | 2011-11-07 | 2014-09-11 | Aisin Seiki Kabushiki Kaisha | Oil supply apparatus |
Families Citing this family (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102005054845A1 (de) | 2005-11-15 | 2007-05-16 | Dewert Antriebs Systemtech | Elektrogeräteanordnung, insbesondere für ein Möbel |
CA2730087A1 (en) * | 2008-07-10 | 2010-01-14 | Actuant Corporation | Valve actuator for turbocharger systems |
KR101490918B1 (ko) * | 2013-02-28 | 2015-02-09 | 현대자동차 주식회사 | 엔진의 과급시스템 |
WO2019101974A1 (en) * | 2017-11-24 | 2019-05-31 | Brp-Rotax Gmbh & Co. Kg | Turbocharger for an internal combustion engine |
Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2005095834A1 (ja) * | 2004-04-01 | 2005-10-13 | Komatsu Ltd. | バルブ装置 |
WO2008053771A1 (fr) * | 2006-10-27 | 2008-05-08 | Komatsu Ltd. | Turbocompresseur variable et procédé de retour d'huile à partir de dispositif de commande hydraulique |
JP2008133924A (ja) * | 2006-11-29 | 2008-06-12 | Komatsu Ltd | シルティング防止制御装置および方法 |
Family Cites Families (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH0658158A (ja) * | 1992-08-04 | 1994-03-01 | Tochigi Fuji Ind Co Ltd | 機械式過給機 |
CN100410573C (zh) * | 2004-04-01 | 2008-08-13 | 株式会社小松制作所 | 阀装置 |
JP4300364B2 (ja) * | 2004-09-29 | 2009-07-22 | 日産自動車株式会社 | 可変過給システムの過給圧調整装置 |
CN102667096B (zh) * | 2009-12-08 | 2016-07-06 | 水力管理有限责任公司 | 液压涡轮加速器装置 |
-
2010
- 2010-03-23 US US13/260,395 patent/US8438848B2/en active Active
- 2010-03-23 SE SE1150990A patent/SE535921C2/sv not_active IP Right Cessation
- 2010-03-23 JP JP2011506047A patent/JP4988960B2/ja active Active
- 2010-03-23 CN CN2010800185173A patent/CN102414428B/zh active Active
- 2010-03-23 WO PCT/JP2010/054933 patent/WO2010110243A1/ja active Application Filing
Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2005095834A1 (ja) * | 2004-04-01 | 2005-10-13 | Komatsu Ltd. | バルブ装置 |
WO2008053771A1 (fr) * | 2006-10-27 | 2008-05-08 | Komatsu Ltd. | Turbocompresseur variable et procédé de retour d'huile à partir de dispositif de commande hydraulique |
JP2008133924A (ja) * | 2006-11-29 | 2008-06-12 | Komatsu Ltd | シルティング防止制御装置および方法 |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20140255222A1 (en) * | 2011-11-07 | 2014-09-11 | Aisin Seiki Kabushiki Kaisha | Oil supply apparatus |
US9752581B2 (en) * | 2011-11-07 | 2017-09-05 | Aisin Seiki Kabushiki Kaisha | Oil supply apparatus |
Also Published As
Publication number | Publication date |
---|---|
CN102414428A (zh) | 2012-04-11 |
JP4988960B2 (ja) | 2012-08-01 |
SE1150990A1 (sv) | 2011-10-26 |
JPWO2010110243A1 (ja) | 2012-09-27 |
SE535921C2 (sv) | 2013-02-19 |
US20120017588A1 (en) | 2012-01-26 |
CN102414428B (zh) | 2013-01-23 |
US8438848B2 (en) | 2013-05-14 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US8160803B2 (en) | Parallel sequential turbocharger architecture using engine cylinder variable valve lift system | |
US8720421B2 (en) | Turbo-charging apparatus for vehicle engine | |
JP4988960B2 (ja) | エンジン | |
US20040134193A1 (en) | Motor brake device for a turbocharged internal combustion engine | |
US8230830B2 (en) | Electronically controlled hydraulic system for variable actuation of the valves of an internal combustion engine, with fast filling of the high pressure side of the system | |
US8925526B2 (en) | Internal combustion engine and method of operating such engine | |
US9062595B2 (en) | Turbocharger operating system and method for an internal combustion engine | |
CA2730087A1 (en) | Valve actuator for turbocharger systems | |
US20090139229A1 (en) | Exhaust manifold | |
RU2626030C2 (ru) | Автомобиль с функциональным модулем для установки на имеющем турбонаддув двигателе внутреннего сгорания автомобиля | |
US20110120431A1 (en) | Exhaust Gas Recirculation Valve Actuator | |
JP2016044571A (ja) | 内燃機関の油路構造 | |
CN105829667B (zh) | 内燃机及其覆盖件组件 | |
US10774726B2 (en) | Valve for adjusting a cooling fluid flow for piston cooling | |
EP0920580B1 (en) | Internal combustion engine with exhaust with gas recirculation | |
CN105484894A (zh) | 具有致动凸轮轴相位器的集成机油通道的发动机凸轮轴盖 | |
US20050120992A1 (en) | Cylinder head of a reciprocating piston internal combustion engine | |
Inamdar et al. | Development of 1.2 L gasoline turbocharged MPFI engine for passenger car application | |
Bauder et al. | The new 3.0-L TDI Biturbo engine from Audi Part 1: Design and engine mechanics | |
GB2502806A (en) | Intercooler arrangement for a vehicle engine having a turbocharger and a supercharger | |
RU2543925C1 (ru) | Двигатель внутреннего сгорания | |
JP2005226594A (ja) | 内燃機関の多連スロットル装置 |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
WWE | Wipo information: entry into national phase |
Ref document number: 201080018517.3 Country of ref document: CN |
|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 10756039 Country of ref document: EP Kind code of ref document: A1 |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2011506047 Country of ref document: JP |
|
NENP | Non-entry into the national phase |
Ref country code: DE |
|
WWE | Wipo information: entry into national phase |
Ref document number: 13260395 Country of ref document: US Ref document number: 7360/DELNP/2011 Country of ref document: IN |
|
122 | Ep: pct application non-entry in european phase |
Ref document number: 10756039 Country of ref document: EP Kind code of ref document: A1 |