EP1109995B1 - Unloading valve control device - Google Patents

Unloading valve control device Download PDF

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Publication number
EP1109995B1
EP1109995B1 EP99936705A EP99936705A EP1109995B1 EP 1109995 B1 EP1109995 B1 EP 1109995B1 EP 99936705 A EP99936705 A EP 99936705A EP 99936705 A EP99936705 A EP 99936705A EP 1109995 B1 EP1109995 B1 EP 1109995B1
Authority
EP
European Patent Office
Prior art keywords
pressure
turbine
control device
longitudinal rod
extended position
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP99936705A
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German (de)
French (fr)
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EP1109995A1 (en
Inventor
Rémi BASTIEN
Pierrick Cornet
Frédéric Levard
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Renault SAS
Original Assignee
Renault SAS
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Publication date
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Publication of EP1109995A1 publication Critical patent/EP1109995A1/en
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B15/00—Fluid-actuated devices for displacing a member from one position to another; Gearing associated therewith
    • F15B15/08—Characterised by the construction of the motor unit
    • F15B15/10—Characterised by the construction of the motor unit the motor being of diaphragm type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B15/00—Fluid-actuated devices for displacing a member from one position to another; Gearing associated therewith
    • F15B15/08—Characterised by the construction of the motor unit
    • F15B15/14—Characterised by the construction of the motor unit of the straight-cylinder type
    • F15B15/1409—Characterised by the construction of the motor unit of the straight-cylinder type with two or more independently movable working pistons
    • 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
    • F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
    • F02B37/183—Arrangements of bypass valves or actuators therefor
    • F02B37/186—Arrangements of actuators or linkage for bypass valves

Definitions

  • the invention relates to a supercharging installation. of a turbocharged engine comprising a device for control of a gas flow relief valve exhaust sent to the turbine wheel of a turbocharger.
  • the invention relates more particularly to a combustion engine supercharging system motor vehicle internal, comprising a device for control for a gas flow relief valve exhaust sent to the turbine wheel of a engine turbocharger, of the type in which the device control unit includes a pressure box, comprising a front part with a front end and a rear part provided with a rear end, inside which are arranged two movable transverse front and rear walls, which delimit longitudinally in the housing of the rooms front and rear pressure that are likely to be subject to different pressures, including pressure atmospheric, overpressure or depression of a engine intake manifold, of the type in which one side front of the front transverse movable wall comprises with a longitudinal control rod that is likely to occupy a retracted position and an extended position in which it causes the opening of the associated relief valve turbine, and of the type in which the transverse movable wall rear has a front side which cooperates with a second longitudinal rod, the two rods being distinct and of the type in which the second longitudinal rod is capable of come from a retracted position to
  • this device has the disadvantage of not divert the exhaust gases to the bypass only when the inlet gas pressure is very high and corresponds high rotational speeds of the turbocharger.
  • the document FR-A-2,564,145 describes such a device, which has a pressure box divided from front to back into first and second pressure chambers.
  • a membrane which is resiliently recalled relative to the body of the pressure box defines the first and second pressure chambers
  • the membrane is directly attached of a control rod of a pressure relief valve the installation of a turbocharged engine, which crosses the first pressure chamber, the outer end of which at the pressure box, directs the exhaust gases to the turbine of the turbocharger or to the bypass.
  • the second pressure chamber is subject to the prevailing overpressure in the intake manifold when the turbocharger is driven by the exhaust gases and the first chamber of pressure may be subject to depression of a vacuum generator.
  • the device described in this document presents the disadvantage of requiring dynamic sealing perfect, achieved for example by means of a joint, between the body of the pressure box and the pressure relief valve turbine, the end of which is outside the body of the housing pressure, which makes such a control device particularly expensive to manufacture.
  • the joint is worn, the seal is no longer ensured and the vacuum in the first pressure chamber cannot be maintained.
  • a device control unit comprising a pressure box provided with a front membrane and a rear membrane, which membranes are crossed by a longitudinal rod common that operates the turbine relief valve, and which is recalled elastically.
  • the two membranes delimit two pressure chambers, a pressure chamber front pressure being delimited by the two membranes, and a rear pressure chamber being delimited on the one hand by the rear membrane and secondly by the body of the housing pressure.
  • the front membrane is integral with the body of the housing pressure and shape seal.
  • the bedroom forward pressure is likely to be subject to intake manifold vacuum in operation atmospheric of the engine, while the pressure chamber rear may be subject to overpressure from the intake manifold in supercharged operation of engine.
  • the two rods are separate and the second longitudinal rod is likely to come from a retracted position to an extended forward position at contact on the rear side of the front transverse movable wall to urge it towards its extended open position of the turbine relief valve.
  • the pressure chamber front is delimited longitudinally by the two walls transverse mobiles and the second pressure chamber is delimited by the rear transverse movable wall and by a fixed wall of the pressure box.
  • the second rod longitudinal stresses the mobile wall in the extended position transverse front to valve open position associated when the pressure to which the chamber is subjected front pressure is less than that to which is subjected the rear pressure chamber.
  • the invention proposes means for guiding the second longitudinal rod.
  • the invention provides a device of the type previously described in which the front membrane provides the tightness of the front pressure chamber and is not crossed by the control rod, this being replaced by two independent longitudinal rods, characterized in what the front pressure chamber of the device control is delimited at the front by the movable wall transverse front and rear by a transverse partition rigid which is longitudinally interposed in the housing between the two transverse movable walls, in that the rear pressure chamber is delimited at the front by the rigid transverse partition and at the rear by the movable wall rear transverse, the rigid partition having an orifice at through which the second longitudinal rod is susceptible to slide tightly, the atmospheric pressure prevailing in a portion of the housing between the wall front mobile and its front end and in a portion of the box between the rear movable wall and the end back.
  • such an installation 10 comprises a turbocharger 16 of which a turbine 18 is connected at upstream to an exhaust manifold 20 of the engine 12, and of which a compressor 22 is connected downstream to a manifold intake 24 of the engine 12.
  • the turbine 18 is also connected downstream to an exhaust duct 26, and the compressor 22 is connected upstream to an intake duct 28.
  • the motor 12 shown in Figure 1 is, so limiting, a spark ignition engine which comprises at minus one inlet valve 30, one valve exhaust 32, and a spark plug 34, so as to suck air and fuel in its combustion chamber 36 and then ignite the air and fuel mixture, then discharge the burnt gases.
  • the motor 12 is capable of operating according to an atmospheric operating mode in which the turbocharger 16 is not driven by gases of exhausts or according to a mode of operation supercharged in which the turbocharger 16 is driven in rotation by the exhaust gases.
  • the turbocharger 16 In supercharged operation of engine 12, the turbocharger 16 is intended to compress the intake air before its introduction into the combustion chamber 36. To do this, the turbine 18 of the turbocharger 16 is driven in rotation by the exhaust gases from the exhaust manifold 20 and in turn drives the compressor 22 of turbocharger 16 to which it is linked in rotation. The rotational connection of the turbine 18 to the compressor 22 is produced by a shaft 19 guided in rotation on bearings 21.
  • the drive of the turbocharger 16 can be interrupted for certain conditions inlet gas pressure.
  • the exhaust manifold is also connected to an upstream end 38 of a bypass pipe 40, also commonly called “bypass” with the other end opens perpendicularly into the exhaust pipe 26.
  • the upstream end 38 of the bypass 40 includes a valve 42 turbine discharge, coaxial at the end 38 of the bypass 40, which is capable, selectively, of closing the bypass 40 or to put it in communication with the collector exhaust 20 to direct at least some of the gases exhaust to exhaust duct 26 so that these gases do not pass through or drive turbine 18 of the turbocharger 16.
  • the control device 14 is therefore likely to cause the valve 42 to move from turbine discharge coaxially at the end 38 of the bypass 40, between two extreme positions, a closed position, corresponding to the loaded position of the turbine 18, and in which a tulip 41 of the relief valve 42 rests on a seat 44 and closes the bypass 40, and a position of deflection, corresponding to the unloaded position of the turbine 18, in which the relief valve 42 is moved axially relative to the end 38 of bypass 40 and in which the tulip 41 no longer rests on its seat 44, putting thus in communication the exhaust manifold 26 and the bypass 40.
  • the relief valve comprises, at its end opposite to the tulip 41, a tail 43 which is actuated by a link 46.
  • the link 46 is articulated in rotation about a transverse median axis 48.
  • the link 46 has a first end 50 which is articulated in rotation parallel to the axis 48 on the valve stem 43 42, and a second end 52 which is articulated in rotation parallel to axis 48 on the end 54 of a first rod longitudinal 56, which is part of the control device 14, which will be described later with reference to the state of the technical and with reference to the invention.
  • the link 46 is straight and the first longitudinal rod 56 is substantially parallel to the general direction of the valve discharge 42.
  • a translational movement in a direction of the first longitudinal rod 56 causes a translational movement of the relief valve 42 in the opposite direction.
  • the opening of the relief valve 42 therefore corresponds to a position of the first rod longitudinal 56 for which it comes out of a housing 58 of the control device 14.
  • command 14 is governed by different pressures that prevail at inside the motor 12.
  • the installation 10 comprises a pneumatic solenoid valve 60 which is connected to two pressure inputs 62 and 64 of the housing 58 of the control device 14.
  • the solenoid valve 60 is itself connected to a pressure tap 66 which is arranged on the intake manifold 24 and an atmospheric pressure tap 70 which is arranged on the body of the pneumatic solenoid valve 60.
  • the pneumatic solenoid valve 60 is capable, according to the operating modes of the engine 12, of distributing the vacuum P dep which prevails in the intake manifold 24 in atmospheric operation of the engine 12, the overpressure P on which prevails in the intake manifold 24 in supercharged operation of the engine 12, or alternatively the ambient atmospheric pressure P a , at inputs 62 and 64 of the control device 14.
  • FIGS. 2 to 4 illustrate a control device 14 in accordance with the state of the art.
  • the pressure unit 58 shown in Figure 2 is of a generally substantially tubular shape and has three front parts 72, intermediate 74 and rear 76.
  • Part 72 is of small diameter and its front end 78 has a hole 79 intended to allow the passage of the first longitudinal rod 56.
  • a front end 82 of the intermediate part 74 is fixed to a rear end 80 of the front part 72.
  • the intermediate part 74 has a rear end 84 large diameter on which is fixed in a way analogous to a front end 86 of the rear part 76, which is also of large diameter.
  • a rear end 88 of the rear part 76 consists of a transverse wall which closes the rear part 76.
  • the intermediate part 74 comprises at inside a transverse wall 90 forming a surface shoulder, which defines the small and large diameters of the tubular intermediate part 74.
  • front parts 72, intermediate 74, and rear 76 are produced by molding, which allows manufacturing point of view to give them the shapes and appropriate diameters at lower cost.
  • the movable walls are membranes made of elastomeric material, which are liable to move axially deforming under the action of pressure or of an effort.
  • the movable wall 92 is interposed between the parts front 72 and intermediate 74 of the housing 58, and the movable wall rear 94 is interposed between the intermediate parts 74 and rear 76 of the housing 58.
  • the movable walls are membranes of elastomeric material
  • each of membranes associated with the movable walls is pinched between the ends of the associated parts of the housing 58.
  • the rear end 80 of the front part 72 comprises an outer flange 98 including a shoulder surface 96, which faces backwards, is arranged opposite a shoulder surface 100 facing forward of a flange 102 carried externally by the intermediate part 74.
  • the two shoulder surfaces 96 and 100 can come tighten the two sides of a peripheral edge of the membrane associated with the movable wall 92.
  • the peripheral edge of the movable wall 92 can be pierced with holes allowing the passage of screws 101 allowing the assembly of the outer radial flanges 98 and 102.
  • the movable walls 92 and 94 delimit in the case of pressure 58 a pressure chamber before 104 and a rear pressure chamber 106.
  • the pressure chamber before 104 is therefore delimited axially by the movable walls 92 and 94, and the rear pressure chamber 106 is delimited axially by the movable wall 104 and the transverse wall 88 case 58.
  • the pressure chamber 104 is supplied by the inlet 62, and the pressure chamber 106 is supplied by the pressure input 64, previously described in reference to figure 1.
  • the pressure chambers before 104 and rear 106 are variable volume chambers, the variation of volume being caused by the establishment of different pressures within the pressure chambers before 104 and rear 106, and causing displacement of the walls mobile front 92 and rear 94.
  • the front longitudinal rod 56 is secured to the side front of the front movable wall 92 and protrudes outside of of the housing 58 crossing the bore 79 of the front part 72, so as to be united in its axial displacements of axial displacements of the front movable wall 92.
  • the rod longitudinal front 56 is movable between an extended position front corresponding to the opening of the valve 42 of turbine discharge described in Figure 1, and a position retracted back which corresponds to the closing of the valve 42 of turbine discharge.
  • the front longitudinal rod 56 is integral a front cup 108, which is attached to the front side of the front movable wall 92, for example by gluing.
  • the rod longitudinal front 56 extends axially across the front part 72 and is recalled elastically towards the rear.
  • a return spring 110 is supported on the one hand on the cup 108 and on the other hand on the inner wall of the front part 72.
  • a rear longitudinal rod 112 is in the same way secured to a rear cup 114 which is fixed, for example by gluing, to the front side of the rear movable wall 94.
  • the rod rear longitudinal 112 extends axially across the front pressure chamber, i.e. substantially axially through the intermediate portion 74, and, as we will see later, is likely to cooperate with the rear side of the front movable wall 92 according to certain pressure conditions in the front 104 and rear chambers 106, to actuate the longitudinal rod longitudinally front 56 by pressing on the front movable wall 92.
  • the rear cup 114 is not necessarily resiliently returned, and for this purpose the return spring 110 of the front cup 108 can be tared so as to allow elastic return towards the rear of the two longitudinal rods 56 and 112 when necessary.
  • the pneumatic solenoid valve 60 previously described with reference to Figure 1 is likely to define several operating modes of the control device 14, distributing different pressures at the pressure inputs 62 and 64 of the housing 58.
  • control means holding by example count of engine operating parameters of the vehicle, such as engine speed, load, position a vehicle accelerator pedal or the speed of turbocharger rotation, control operation pneumatic solenoid valve 60.
  • FIG. 2 illustrates an operation of the control device 14 corresponding to a loaded operating mode of the turbine 18.
  • This configuration corresponds to a supercharging use of the engine 12 previously described in FIG. 1.
  • the atmospheric pressure P a reigns in the front 104 and rear 106 chambers.
  • the two movable front 104 and rear 106 walls occupy a rest position and the front longitudinal rod occupies the rear retracted position.
  • the relief valve 42 is therefore closed and all the exhaust gases are directed to the turbine 18 of the turbocharger 16 described in FIG. 1.
  • FIG. 3 illustrates an operation of the control device 14 corresponding to a first operating mode discharged from the turbine 18 previously described.
  • This configuration corresponds to atmospheric use of the engine 12, for which it is not desirable to drive the turbocharger 16, for example when the engine is idling or at low speed.
  • the pressure prevailing inside the intake manifold 24 described above is the depression P dep , due to the suction of the intake gases by the cylinders of the engine 12.
  • the control means (not shown) control the pneumatic solenoid valve 60 previously described in FIG. 1 so that it distributes respectively the depression P dep and the atmospheric pressure P a at the inputs 62 and 64. Consequently, the depression P dep and the atmospheric pressure P a prevail respectively in the front chamber 104 and in the rear chamber 106.
  • FIG. 4 illustrates an operation of the control device 14 corresponding to a second operating mode discharged from the turbine 18.
  • This configuration corresponds to a supercharged use of the engine 12, for which it is necessary to interrupt the drive of the turbocharger 16, for example when the engine is running at high speed, and the high pressure of the exhaust gases could cause damage to the blades and the bearings of the turbine 18.
  • the pressure prevailing at l inside the intake manifold 24 described above is the overpressure P on , due to the rotation of the compressor 22 of the turbocharger 16.
  • the control means (not shown) control the pneumatic solenoid valve 60 previously described in FIG. 1 so that thereof respectively distributes the atmospheric pressure P and the pressure P on the inputs 62 and 64.
  • the control means (not shown) provide also switching from a discharged operating mode to the other.
  • the pneumatic solenoid valve can establish in the front chambers 104 and rear 106 the adequate pressures.
  • the device 14 can react more or less quickly.
  • the invention proposes means for guiding the rear longitudinal rod 112.
  • FIGs 5 to 7 illustrate a device 14 according to the invention.
  • the pressure box 58 shown in Figure 5 is also substantially tubular and has three parts front 72, intermediate 74 and rear 76. Parts 72, 74, and 76 are of the same diameter.
  • the intermediate part 74 comprises a rigid transverse partition 89, which comprises in its center an orifice 91, which divides substantially axially the housing 58 in two. The functions of the transverse partition 89 and port 91 will be described later.
  • the front end 78 of the front part 72 comprises as for the first embodiment of the invention a hole 79 intended to allow the passage of the first rod longitudinal 56.
  • the front end 82 of the part intermediate 74 is fixed to the rear end 80 of the part front 72 and its rear end 84 is fixed to the end front 86 of the rear part 76.
  • the rear end 88 of the rear part 76 consists of a transverse wall which closes the rear part 76.
  • front parts 72, intermediate 74, and rear 76 are produced by molding, which allows point of view of manufacturing to give them the forms appropriate at lower cost.
  • the movable walls are membranes made of material elastomer of the same type as those described in the first embodiment.
  • the movable front wall 92 is interposed between the front 72 and intermediate 74 parts of the housing 58, and the wall rear mobile 94 is interposed between the intermediate parts 74 and 76 of the housing 58.
  • Each of the membranes associated with the movable walls is pinched between the ends of the parts associated with the housing 58.
  • the rear end 80 of the part front 72 has an outer flange 98, one of which shoulder surface 96, which faces backwards, is arranged opposite a turned shoulder surface 100 towards the front of a flange 102 carried externally by the intermediate part 74.
  • the two surfaces shoulder 96 and 100 can tighten the assembly two faces of the membrane associated with the front movable wall 92.
  • the peripheral edge of the membrane associated with the front movable wall 92 can be pierced with holes allowing the passage of screws 101 allowing the assembly of external radial flanges 98 and 102.
  • a flexible diaphragm 93 deformable and waterproof, is arranged on the orifice 91 of the transverse partition 89.
  • the pressure chamber before 104 is therefore axially delimited by the movable wall front 92 and the transverse partition 89 provided with its flexible diaphragm 93.
  • the pressure chamber rear 106 is delimited axially by the transverse partition 89 with its flexible diaphragm 93 and the movable wall rear 94.
  • the pressure chamber 104 is supplied by the pressure inlet 62, and the pressure chamber 106 is supplied by the pressure inlet 64, the pressure inlets 62 and 64 having been previously described with reference to FIG. 1.
  • the rear portion 76 which is between the rear movable wall 94 and the rear end 88 has a pressure inlet 63 which is brought to atmospheric pressure P a to allow free movement of the rear movable wall 94.
  • the pressure chambers before 104 and rear 106 are variable volume chambers, the variation of volume being caused by the establishment of different pressures within the pressure chambers before 104 and rear 106, and causing displacement of the walls mobile front 92 and rear 94.
  • the front longitudinal rod 56 is secured to the side front of the front movable wall 92 and protrudes outside of of the housing 58 crossing the bore 79 of the front part 72, so as to be united in its axial displacements of axial displacements of the front movable wall 92.
  • the rod longitudinal front 56 is movable between the extended position front corresponding to the opening of the valve 42 of turbine discharge described in Figure 1, and the position retracted back which corresponds to the closing of the valve 42 of turbine discharge.
  • the front longitudinal rod 56 is integral from the front cup 108 and is resiliently biased towards the rear by the return spring 110 which rests on the one hand on the cup 108 and on the other hand on the inner wall of the front part 72.
  • the rear longitudinal rod 112 is attached to the front side of the cup 114 fixed to the front of the rear movable wall 94, and is capable of passing through the fixed transverse partition 89 through port 91 while deforming locally the flexible diaphragm 93.
  • the longitudinal rod rear 112 is also movable between an extended position front, which corresponds to the opening of the valve 42 of turbine discharge and in which it is susceptible to press on the front movable wall 92 while crossing the orifice 91, and a retracted rear position, which corresponds to the closing of the turbine discharge valve 42 and in which the rear longitudinal rod does not cross the orifice 91.
  • the rear longitudinal rod 112 is spring-loaded backwards by a return spring 111 which rests on the one hand on the cup 114 and on the other part on the transverse partition 89 of the intermediate part 74.
  • the pneumatic solenoid valve 60 is likely to define several operating modes of the control device 14, distributing different pressures at the pressure inputs 62 and 64 of the housing 58.
  • FIG. 5 illustrates an operation of the controller 14 corresponding to an operation mode instructed from the turbine 18.
  • This configuration corresponds to use in supercharging the engine 12 previously described in Figure 1.
  • the atmospheric pressure P a reign in the front 104 and rear 106 chambers.
  • the two movable front 104 and rear 106 walls occupy a remote rest position and the two front longitudinal rods 56 and rear 112 occupy the retracted rear position.
  • the discharge valve 42 described in FIG. 1 is therefore closed and all the exhaust gases are directed to the turbine 18 of the turbocharger 16.
  • FIG. 6 illustrates an operation of the control device 14 corresponding to a third operating mode discharged from the turbine 18.
  • This configuration corresponds to a supercharged use of the engine 12, for which it is necessary to interrupt the drive of the turbocharger 16, for example when the engine is running at high speed, and the high pressure of the exhaust gases could cause damage to the blades and the bearings of the turbine 18.
  • the pressure prevailing inside the manifold inlet 24 previously described is the overpressure P on , due to the rotation of the compressor 22 of the turbocharger 16.
  • the control means (not shown) control the pneumatic solenoid valve 60 previously described in FIG. 1 so that the latter distributes respectively the overpressure P on and atmospheric pressure P a at inputs 62 and 64.
  • the overpressure P on and the atmospheric pressure P a prevail respectively in the front chamber 104 and in the rear chamber 106.
  • the atmospheric pressure P a prevails in the rear portion portion 76 comprised between the rear movable wall 94 and the rear end 88, due to the communication between this portion and the atmosphere via the inlet 63.
  • FIG. 7 illustrates an operation of the control device 14 corresponding to a fourth operating mode discharged from the turbine 18 previously described.
  • This configuration corresponds to atmospheric use of the engine 12, for which it is not desirable to drive the turbocharger 16, for example when the engine is idling or at low speed.
  • the pressure prevailing inside the intake manifold 24 described above is the depression P dep , due to the suction of the intake gases by the cylinders of the engine 12.
  • the control means (not shown) control the pneumatic solenoid valve 60 previously described in FIG. 1 so that the latter distributes the atmospheric pressure P a and the depression P dep respectively to the inputs 62 and 64.
  • control means ensure as in the previous state of the technical, switching from a discharged operating mode to the other.
  • the pneumatic solenoid valve can establish in the front chambers 104 and rear 106 the adequate pressures.
  • the device 14 can react more or less quickly.
  • the control means command the pneumatic solenoid valve to return to the loaded operating mode of the turbine, whether it is a transition from the first operating mode discharged from the turbine to the second, or from the second to the first.
  • the passage through the charged operating mode of the turbine corresponding to the establishment of atmospheric pressure simultaneously in the two front chambers 104 and rear 106 makes it possible to avoid that at any time there exists an overpressure P on one side of the flexible diaphragm 93, and a depression P dep on the other side, which could damage the flexible diaphragm 93.
  • the device 14 therefore advantageously allows control the operation of a turbocharger 16, including included for low engine rotation speeds 12.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supercharger (AREA)

Abstract

The invention concerns a control device (14) for an internal combustion engine turbocharger (16) unloading valve (42), comprising a pressure casing (58) wherein are arranged two front (92) and rear (93) transverse mobile walls, longitudinally defining front (104) and rear (106) pressure chambers capable of being subjected in particular to atmospheric pressure (Pa), excess pressure (Psur) or low pressure (Pdep) of an intake manifold (24) of the engine (12), wherein the front wall (92) co-operates with a longitudinal control rod (56) capable of taking up a retracted position and an extended position causing the valve (42) to open, and wherein the rear wall (94) co-operates with a second longitudinal rod (112). The invention is characterised in that the two rods are separate and the second longitudinal rod (112) can be urged forward from a retracted position to an extended position to be in contact with the front wall (92) to stress the latter towards its extended position.

Description

L'invention concerne une installation de suralimentation d'un moteur turbocompressé comportant un dispositif de commande d'une soupape de décharge de débit des gaz d'échappement envoyés à la roue de turbine d'un turbocompresseur.The invention relates to a supercharging installation. of a turbocharged engine comprising a device for control of a gas flow relief valve exhaust sent to the turbine wheel of a turbocharger.

L'invention concerne plus particulièrement une installation de suralimentation d'un moteur à combustion interne de véhicule automobile, comportant un dispositif de commande pour une soupape de décharge de débit des gaz d'échappement envoyés à la roue de turbine d'un turbocompresseur du moteur, du type dans lequel le dispositif de commande comporte un boítier de pression, comportant une partie avant munie d'une extrémité avant et une partie arrière munie d'une extrémité arrière, à l'intérieur duquel sont agencées deux parois mobiles transversales avant et arrière, qui délimitent longitudinalement dans le boítier des chambres de pression avant et arrière qui sont susceptibles d'être soumises à différentes pressions, notamment la pression atmosphérique, une surpression ou une dépression d'un collecteur d'admission du moteur, du type dans lequel un côté avant de la paroi mobile transversale avant comporte avec une tige de commande longitudinale qui est susceptible d'occuper une position rétractée et une position étendue dans laquelle elle provoque l'ouverture de la soupape associée de décharge de turbine, et du type dans lequel la paroi mobile transversale arrière comporte un côté avant qui coopère avec une deuxième tige longitudinale, les deux tiges étant distinctes et du type dans lequel la deuxième tige longitudinale est susceptible de venir d'une position rétractée à une position étendue vers l'avant au contact du côté arrière de la paroi mobile transversale avant pour solliciter celle-ci vers sa position étendue d'ouverture de la soupape de décharge de turbine. The invention relates more particularly to a combustion engine supercharging system motor vehicle internal, comprising a device for control for a gas flow relief valve exhaust sent to the turbine wheel of a engine turbocharger, of the type in which the device control unit includes a pressure box, comprising a front part with a front end and a rear part provided with a rear end, inside which are arranged two movable transverse front and rear walls, which delimit longitudinally in the housing of the rooms front and rear pressure that are likely to be subject to different pressures, including pressure atmospheric, overpressure or depression of a engine intake manifold, of the type in which one side front of the front transverse movable wall comprises with a longitudinal control rod that is likely to occupy a retracted position and an extended position in which it causes the opening of the associated relief valve turbine, and of the type in which the transverse movable wall rear has a front side which cooperates with a second longitudinal rod, the two rods being distinct and of the type in which the second longitudinal rod is capable of come from a retracted position to an extended position towards the front in contact with the rear side of the movable wall transverse front to urge it towards its position opening range of the turbine relief valve.

Il existe de nombreux dispositifs de commande de ce type destinés à de telles installations de moteur turbocompressés.There are many control devices for this type intended for such engine installations turbocharged.

Il s'agit pour la plupart de dispositifs destinés, lorsque la pression des gaz d'admission en aval du turbocompresseur dépasse un seuil déterminé, à commander l'ouverture d'une soupape de décharge qui est disposée en amont de la turbine du turbocompresseur et qui permet de dévier les gaz d'échappement envoyés à la turbine du turbocompresseur vers un conduit de dérivation, communément appelé "by-pass", qui débouche dans la canalisation d'échappement en aval de la turbine du turbocompresseur. Un tel dispositif permet d'éviter que la turbine du turbocompresseur ne tourne trop vite, ce qui entraínerait une détérioration de ses aubes et des paliers du turbocompresseur.Most of these devices are intended when the inlet gas pressure downstream of the turbocharger exceeds a determined threshold, to order the opening of a relief valve which is arranged upstream of the turbine turbocharger and which deflects the gases exhaust sent to the turbocharger turbine to a bypass duct, commonly known as a "bypass", which opens into the exhaust pipe downstream of the turbocharger turbine. Such a device makes it possible to avoid the turbocharger turbine is spinning too fast, which would cause deterioration of its blades and bearings of the turbocharger.

Toutefois, ce dispositif présente l'inconvénient de ne dévier les gaz d'échappement vers le by-pass que lorsque la pression des gaz d'admission est très élevée et correspond des vitesses de rotation élevée du turbocompresseur. Or, on a constaté que pour de faibles valeur de pression des gaz d'admission et d'échappement, et de faibles vitesses de rotation du turbocompresseur, la turbine de celui-ci était néanmoins entraínée par les gaz d'échappement du moteur et entraínait le compresseur à une vitesse insuffisante pour qu'il puisse améliorer le rendement du moteur. Au contraire même, pour de faibles vitesses de rotation du turbocompresseur, la turbine freine les gaz d'échappement et pénalise le rendement du moteur.However, this device has the disadvantage of not divert the exhaust gases to the bypass only when the inlet gas pressure is very high and corresponds high rotational speeds of the turbocharger. Now, we have found that for low gas pressure values intake and exhaust, and low speeds of turbocharger rotation, the turbine was nevertheless driven by the engine exhaust and was driving the compressor at a speed insufficient for it to can improve engine performance. On the contrary, for low rotational speeds of the turbocharger, the turbine brakes exhaust gases and penalizes efficiency of the motor.

On a alors imaginé d'utiliser aussi le dispositif de commande précédemment décrit pour dévier les gaz d'échappement vers le by-pass pour de faibles valeurs de pression des gaz d'admission.We then imagined to also use the previously described command to deflect gases exhaust to bypass for low values of inlet gas pressure.

Le document FR-A-2.564.145 décrit un tel dispositif, qui comporte un boítier de pression divisé d'avant en arrière en une première et une deuxième chambres de pression. Une membrane, qui est rappelée élastiquement par rapport au corps du boítier de pression délimite les première et deuxième chambres de pression La membrane est directement solidaire d'une tige de commande d'une soupape de décharge de l'installation de moteur turbocompressé, qui traverse la première chambre de pression et dont l'extrémité, extérieure au boítier de pression, oriente les gaz d'échappement vers la turbine du turbocompresseur ou vers le by-pass. La deuxième chambre de pression est soumise à la surpression qui règne dans le collecteur d'admission lorsque le turbocompresseur est entraíné par les gaz d'échappement et la première chambre de pression est susceptible d'être soumise à une dépression issue d'un générateur de dépression.The document FR-A-2,564,145 describes such a device, which has a pressure box divided from front to back into first and second pressure chambers. A membrane, which is resiliently recalled relative to the body of the pressure box defines the first and second pressure chambers The membrane is directly attached of a control rod of a pressure relief valve the installation of a turbocharged engine, which crosses the first pressure chamber, the outer end of which at the pressure box, directs the exhaust gases to the turbine of the turbocharger or to the bypass. The second pressure chamber is subject to the prevailing overpressure in the intake manifold when the turbocharger is driven by the exhaust gases and the first chamber of pressure may be subject to depression of a vacuum generator.

Le dispositif décrit dans ce document présente l'inconvénient de nécessiter une étanchéité dynamique parfaite, réalisée par exemple au moyen d'un joint, entre le corps du boítier de pression et la soupape de décharge de turbine, dont l'extrémité est à l'extérieur du corps du boítier de pression, ce qui rend un tel dispositif de commande particulièrement coûteux à fabriquer. De plus, lorsque le joint est usé, l'étanchéité n'est plus assurée et la dépression dans la première chambre de pression ne peut être maintenue.The device described in this document presents the disadvantage of requiring dynamic sealing perfect, achieved for example by means of a joint, between the body of the pressure box and the pressure relief valve turbine, the end of which is outside the body of the housing pressure, which makes such a control device particularly expensive to manufacture. In addition, when the joint is worn, the seal is no longer ensured and the vacuum in the first pressure chamber cannot be maintained.

Pour remédier à cet inconvénient, on a imaginé, comme le décrit le document FR-A-2.461.869, de réaliser un dispositif de commande comportant un boítier de pression muni d'une membrane avant et d'une membrane arrière, lesquelles membranes sont traversées par une tige longitudinale commune qui actionne la soupape de décharge de turbine, et qui est rappelée élastiquement. Les deux membranes délimitent deux chambres de pression, une chambre de pression avant étant délimitée par les deux membranes, et une chambre de pression arrière étant délimitée d'une part par la membrane arrière et d'autre part par le corps du boítier de pression. La membrane avant est solidaire du corps du boítier de pression et forme joint d'étanchéité. La chambre de pression avant est susceptible d'être soumise à une dépression du collecteur d'admission en fonctionnement atmosphérique du moteur, tandis que la chambre de pression arrière est susceptible d'être soumise à une surpression du collecteur d'admission en fonctionnement suralimenté du moteur.To remedy this drawback, we imagined, as describes it the document FR-A-2,461,869, to make a device control unit comprising a pressure box provided with a front membrane and a rear membrane, which membranes are crossed by a longitudinal rod common that operates the turbine relief valve, and which is recalled elastically. The two membranes delimit two pressure chambers, a pressure chamber front pressure being delimited by the two membranes, and a rear pressure chamber being delimited on the one hand by the rear membrane and secondly by the body of the housing pressure. The front membrane is integral with the body of the housing pressure and shape seal. The bedroom forward pressure is likely to be subject to intake manifold vacuum in operation atmospheric of the engine, while the pressure chamber rear may be subject to overpressure from the intake manifold in supercharged operation of engine.

Le principe décrit dans ce document est analogue à celui décrit dans le document FR-A-2.564.145, à la différence que l'étanchéité au niveau de la tige de commande est ici assurée par la membrane avant. Toutefois, la tige de commande traversant les deux membranes, le problème rencontré dans le document FR-A-2.564.145 se trouve reporté au niveau de l'étanchéité statique entre la tige de commande et les deux membranes qu'elle traverse.The principle described in this document is analogous to that described in document FR-A-2,564,145, unlike that the seal at the control rod is here provided by the front membrane. However, the rod command crossing the two membranes, the problem encountered in document FR-A-2.564.145 is reported at the static seal between the control rod and the two membranes it crosses.

Pour résoudre cet inconvénient, on a proposé dans le document JP-A-09.287.463 un dispositif du type précédemment décrit, dans lequel la membrane avant assure l'étanchéité de la chambre de pression avant et n'est pas traversée par la tige de commande, celle-ci étant remplacée par deux tiges longitudinales indépendantes.To resolve this drawback, it has been proposed in the document JP-A-09.287.463 a device of the type previously described, in which the front membrane provides the tightness of the front pressure chamber and is not crossed by the control rod, this being replaced by two independent longitudinal rods.

Dans cette configuration, les deux tiges sont distinctes et la deuxième tige longitudinale est susceptible de venir d'une position rétractée à une position étendue vers l'avant au contact du côté arrière de la paroi mobile transversale avant pour solliciter celle-ci vers sa position étendue d'ouverture de la soupape de décharge de turbine. La chambre de pression avant est délimitée longitudinalement par les deux parois mobiles transversales et la deuxième chambre de pression est délimitée par la paroi mobile transversale arrière et par une paroi fixe du boítier de pression. La deuxième tige longitudinale sollicite en position étendue la paroi mobile transversale avant vers la position d'ouverture de la soupape associée lorsque la pression à laquelle est soumise la chambre de pression avant est inférieure à celle à laquelle est soumise la chambre de pression arrière.In this configuration, the two rods are separate and the second longitudinal rod is likely to come from a retracted position to an extended forward position at contact on the rear side of the front transverse movable wall to urge it towards its extended open position of the turbine relief valve. The pressure chamber front is delimited longitudinally by the two walls transverse mobiles and the second pressure chamber is delimited by the rear transverse movable wall and by a fixed wall of the pressure box. The second rod longitudinal stresses the mobile wall in the extended position transverse front to valve open position associated when the pressure to which the chamber is subjected front pressure is less than that to which is subjected the rear pressure chamber.

L'inconvénient de cette conception est que la deuxième tige longitudinale ne comporte aucun guidage et risque donc de solliciter imparfaitement la paroi mobile transversale avant.The downside of this design is that the second longitudinal rod has no guidance and therefore risks to imperfectly stress the front transverse movable wall.

Pour remédier à cet inconvénient, l'invention propose des moyens de guidage de la deuxième tige longitudinale.To remedy this drawback, the invention proposes means for guiding the second longitudinal rod.

Dans ce but, l'invention propose un dispositif du type décrit précédemment dans lequel la membrane avant assure l'étanchéité de la chambre de pression avant et n'est pas traversée par la tige de commande, celle-ci étant remplacée par deux tiges longitudinales indépendantes, caractérisée en ce que la chambre de pression avant du dispositif de commande est délimitée à l'avant par la paroi mobile transversale avant et à l'arrière par une cloison transversale rigide qui est interposée longitudinalement dans le boítier entre les deux parois mobiles transversales, en ce que la chambre de pression arrière est délimitée à l'avant par la cloison transversale rigide et à l'arrière par la paroi mobile transversale arrière, la cloison rigide comportant un orifice au travers duquel la deuxième tige longitudinale est susceptible de coulisser de manière étanche, la pression athmosphérique régnant dans une portion du boítier comprise entre la paroi mobile avant et son extrémité avant et dans une portion du boítier comprise entre la paroi mobile arrière et l'extrémité arrière.To this end, the invention provides a device of the type previously described in which the front membrane provides the tightness of the front pressure chamber and is not crossed by the control rod, this being replaced by two independent longitudinal rods, characterized in what the front pressure chamber of the device control is delimited at the front by the movable wall transverse front and rear by a transverse partition rigid which is longitudinally interposed in the housing between the two transverse movable walls, in that the rear pressure chamber is delimited at the front by the rigid transverse partition and at the rear by the movable wall rear transverse, the rigid partition having an orifice at through which the second longitudinal rod is susceptible to slide tightly, the atmospheric pressure prevailing in a portion of the housing between the wall front mobile and its front end and in a portion of the box between the rear movable wall and the end back.

Selon d'autres caractéristiques de l'invention :

  • la deuxième tige longitudinale est sollicitée vers sa position étendue lorsque la pression à laquelle est soumise la chambre de pression arrière est inférieure à celles auxquelles sont soumises les autres parties du boítier,
  • dans un mode de fonctionnement déchargé de la turbine, les chambres de pression avant et arrière sont soumises respectivement à la surpression du collecteur d'admission et à la pression atmosphérique, la première tige longitudinale étant sollicitée vers sa position étendue par la paroi transversale mobile avant,
  • dans un mode de fonctionnement déchargé de la turbine, les chambres de pression avant et arrière sont soumises respectivement à la pression atmosphérique et à la dépression du collecteur d'admission, la deuxième tige longitudinale étant sollicitée dans sa position étendue par la paroi transversale mobile arrière pour prendre appui sur la paroi transversale mobile avant et solliciter la première tige longitudinale vers sa position étendue,
  • dans un mode de fonctionnement chargé de la turbine les chambres de pression avant et arrière sont soumises à la pression atmosphérique, les deux tiges occupant une position rétractée.
According to other characteristics of the invention:
  • the second longitudinal rod is biased towards its extended position when the pressure to which the rear pressure chamber is subjected is lower than those to which the other parts of the housing are subjected,
  • in an unloaded operating mode of the turbine, the front and rear pressure chambers are respectively subjected to the overpressure of the intake manifold and to atmospheric pressure, the first longitudinal rod being urged towards its extended position by the front movable transverse wall ,
  • in an unloaded operating mode of the turbine, the front and rear pressure chambers are subjected respectively to atmospheric pressure and to the vacuum of the intake manifold, the second longitudinal rod being biased in its extended position by the rear movable transverse wall to bear on the front movable transverse wall and urge the first longitudinal rod towards its extended position,
  • in an operating mode loaded with the turbine, the front and rear pressure chambers are subjected to atmospheric pressure, the two rods occupying a retracted position.

D'autres caractéristiques et avantages de l'invention apparaítront à la lecture de la description détaillée qui suit pour la compréhension de laquelle on se reportera aux dessins annexés dans lesquels :

  • la figure 1 est une vue schématique illustrant l'implantation d'un dispositif de commande dans une installation de moteur turbocompressé ;
  • la figure 2 est une vue schématique en coupe axiale d'un dispositif selon un état antérieur de la technique représenté selon un mode de fonctionnement chargé de la turbine ;
  • la figure 3 est une vue selon la figure 2 illustrant le fonctionnement du dispositif de l'état antérieur de la technique selon un premier mode de fonctionnement déchargé de la turbine du moteur ;
  • la figure 4 est une vue selon la figure 2 illustrant le fonctionnement du dispositif de l'état antérieur de la technique selon un deuxième mode de fonctionnement déchargé de la turbine ;
  • la figure 5 est une vue schématique en coupe axiale d'un dispositif selon l'invention représenté selon un mode de fonctionnement chargé de la turbine ;
  • la figure 6 est une vue selon la figure 5 illustrant le fonctionnement du dispositif selon l'invention selon un troisième mode de fonctionnement déchargé de la turbine ; et
  • la figure 7 est une vue selon la figure 5 illustrant le fonctionnement du dispositif selon l'invention selon un quatrième mode de fonctionnement déchargé de la turbine.
Other characteristics and advantages of the invention will appear on reading the detailed description which follows for the understanding of which reference will be made to the appended drawings in which:
  • Figure 1 is a schematic view illustrating the installation of a control device in a turbocharged engine installation;
  • Figure 2 is a schematic view in axial section of a device according to a prior art shown in a loaded mode of operation of the turbine;
  • Figure 3 is a view according to Figure 2 illustrating the operation of the device of the prior art according to a first operating mode discharged from the engine turbine;
  • Figure 4 is a view according to Figure 2 illustrating the operation of the device of the prior art according to a second operating mode discharged from the turbine;
  • Figure 5 is a schematic view in axial section of a device according to the invention shown according to a loaded mode of operation of the turbine;
  • Figure 6 is a view according to Figure 5 illustrating the operation of the device according to the invention according to a third operating mode discharged from the turbine; and
  • Figure 7 is a view according to Figure 5 illustrating the operation of the device according to the invention according to a fourth operating mode discharged from the turbine.

Dans la description qui va suivre, des chiffres de référence identiques désignent des pièces identiques ou ayant des fonctions similaires.In the description which follows, figures of identical reference designates identical parts or having similar functions.

On voit sur la figure 1 l'ensemble d'une installation 10 de suralimentation d'un moteur 12 de véhicule automobile comportant un dispositif 14 de commande réalisé conformément à l'état de la technique.We see in Figure 1 the whole of an installation 10 supercharging of a motor vehicle engine 12 comprising a control device 14 made according to the state of the art.

De manière connue, une telle installation 10 comporte un turbocompresseur 16 dont une turbine 18 est reliée en amont à un collecteur d'échappement 20 du moteur 12, et dont un compresseur 22 est relié en aval à un collecteur d'admission 24 du moteur 12. La turbine 18 est par ailleurs reliée en aval à un conduit d'échappement 26, et le compresseur 22 est relié en amont à un conduit d'admission 28.In known manner, such an installation 10 comprises a turbocharger 16 of which a turbine 18 is connected at upstream to an exhaust manifold 20 of the engine 12, and of which a compressor 22 is connected downstream to a manifold intake 24 of the engine 12. The turbine 18 is also connected downstream to an exhaust duct 26, and the compressor 22 is connected upstream to an intake duct 28.

Le moteur 12 représenté à la figure 1 est, de façon non limitative, un moteur à allumage commandé qui comporte au moins une soupape d'admission 30, une soupape d'échappement 32, et une bougie 34, de façon à aspirer de l'air et du carburant dans sa chambre de combustion 36, puis enflammer le mélange d'air et de carburant, puis refouler les gaz brûlés. Le moteur 12 est susceptible de fonctionner selon un mode de fonctionnement atmosphérique dans lequel le turbocompresseur 16 n'est pas entraíné par les gaz d'échappements ou selon un mode de fonctionnement suralimenté dans lequel le turbocompresseur 16 est entraíné en rotation par les gaz d'échappements.The motor 12 shown in Figure 1 is, so limiting, a spark ignition engine which comprises at minus one inlet valve 30, one valve exhaust 32, and a spark plug 34, so as to suck air and fuel in its combustion chamber 36 and then ignite the air and fuel mixture, then discharge the burnt gases. The motor 12 is capable of operating according to an atmospheric operating mode in which the turbocharger 16 is not driven by gases of exhausts or according to a mode of operation supercharged in which the turbocharger 16 is driven in rotation by the exhaust gases.

Ainsi, en fonctionnement atmosphérique du moteur 12, il règne dans le collecteur d'admission une dépression Pdep dans le collecteur d'admission 24, tandis qu'en fonctionnement suralimenté du moteur 12 il règne dans le collecteur d'admission une surpression Psur dans le collecteur d'admission 24.Thus, in atmospheric operation of the engine 12, there exists in the intake manifold a depression P dep in the intake manifold 24, while in supercharged operation of the engine 12 there prevails in the intake manifold an overpressure P on in the intake manifold 24.

En fonctionnement suralimenté du moteur 12, le turbocompresseur 16 est destiné à comprimer l'air d'admission avant son introduction dans la chambre de combustion 36. Pour ce faire, la turbine 18 du turbocompresseur 16 est entraínée en rotation par les gaz d'échappements issus du collecteur d'échappement 20 et entraíne à son tour le compresseur 22 du turbocompresseur 16 à laquelle elle est liée en rotation. La liaison en rotation de la turbine 18 au compresseur 22 est réalisée par un arbre 19 guidé en rotation sur des paliers 21.In supercharged operation of engine 12, the turbocharger 16 is intended to compress the intake air before its introduction into the combustion chamber 36. To do this, the turbine 18 of the turbocharger 16 is driven in rotation by the exhaust gases from the exhaust manifold 20 and in turn drives the compressor 22 of turbocharger 16 to which it is linked in rotation. The rotational connection of the turbine 18 to the compressor 22 is produced by a shaft 19 guided in rotation on bearings 21.

De manière connue, l'entraínement du turbocompresseur 16 peut être interrompu pour certaines conditions de pression des gaz d'admission.In known manner, the drive of the turbocharger 16 can be interrupted for certain conditions inlet gas pressure.

C'est le cas lorsque la pression des gaz d'admission est trop importante et risque de provoquer une surpression des gaz d'échappement en sortie du collecteur d'échappement 20. Le maintien du fonctionnement du turbocompresseur 16 risquerait alors d'endommager sa turbine 18 et ses paliers 21.This is the case when the inlet gas pressure is too high and may cause overpressure of the exhaust gas at the outlet of the exhaust manifold 20. Maintaining the operation of the turbocharger 16 would then risk damaging its turbine 18 and its bearings 21.

C'est aussi le cas lorsque, au contraire, la pression des gaz d'échappement est trop faible et que l'entraínement au ralenti de la turbine 18 pénalise le rendement du moteur 12, le compresseur 22 ne comprimant pas assez les gaz d'admission.This is also the case when, on the contrary, the pressure of exhaust gas is too low and the drive to idling of the turbine 18 penalizes the efficiency of the engine 12, the compressor 22 does not compress the intake gases sufficiently.

Pour permettre l'interruption du fonctionnement du turbocompresseur 16, le collecteur d'échappement est aussi relié à un extrémité amont 38 d'une conduite de dérivation 40, aussi communément appelée "by-pass" dont l'autre extrémité débouche perpendiculairement dans le conduit d'échappement 26. L'extrémité amont 38 du by-pass 40 comporte une soupape 42 de décharge de turbine, coaxiale à l'extrémité 38 du by-pass 40, qui est susceptible, sélectivement, d'obturer le by-pass 40 ou de le mettre en communication avec le collecteur d'échappement 20 pour orienter au moins une partie des gaz d'échappement vers le conduit d'échappement 26 afin que ces gaz ne traversent ni n'entraínent la turbine 18 du turbocompresseur 16. Le dispositif de commande 14 est donc susceptible de provoquer le déplacement de la soupape 42 de décharge de turbine coaxialement à l'extrémité 38 du by-pass 40, entre deux positions extrêmes, une position obturée, correspondant à la position chargée de la turbine 18, et dans laquelle une tulipe 41 de la soupape de décharge 42 repose sur un siège 44 et obture le by-pass 40, et une position de déviation, correspondant à la position déchargée de la turbine 18, dans laquelle la soupape de décharge 42 est déplacée axialement par rapport à l'extrémité 38 du by-pass 40 et dans laquelle la tulipe 41 ne repose plus sur son siège 44, mettant ainsi en communication le collecteur d'échappement 26 et le by-pass 40.To allow the interruption of the operation of the turbocharger 16, the exhaust manifold is also connected to an upstream end 38 of a bypass pipe 40, also commonly called "bypass" with the other end opens perpendicularly into the exhaust pipe 26. The upstream end 38 of the bypass 40 includes a valve 42 turbine discharge, coaxial at the end 38 of the bypass 40, which is capable, selectively, of closing the bypass 40 or to put it in communication with the collector exhaust 20 to direct at least some of the gases exhaust to exhaust duct 26 so that these gases do not pass through or drive turbine 18 of the turbocharger 16. The control device 14 is therefore likely to cause the valve 42 to move from turbine discharge coaxially at the end 38 of the bypass 40, between two extreme positions, a closed position, corresponding to the loaded position of the turbine 18, and in which a tulip 41 of the relief valve 42 rests on a seat 44 and closes the bypass 40, and a position of deflection, corresponding to the unloaded position of the turbine 18, in which the relief valve 42 is moved axially relative to the end 38 of bypass 40 and in which the tulip 41 no longer rests on its seat 44, putting thus in communication the exhaust manifold 26 and the bypass 40.

De manière connue, la soupape de décharge comporte, à son extrémité opposée à la tulipe 41, une queue 43 qui est actionnée par une biellette 46. La biellette 46 est articulée en rotation autour d'un axe médian transversal 48. La biellette 46 comporte une première extrémité 50 qui est articulée en rotation parallèlement à l'axe 48 sur la queue 43 de la soupape 42, et une deuxième extrémité 52 qui est articulée en rotation parallèlement à l'axe 48 sur l'extrémité 54 d'une première tige longitudinale 56, qui fait partie du dispositif de commande 14, qui sera décrit ultérieurement en référence à l'état de la technique et en référence à l'invention.In known manner, the relief valve comprises, at its end opposite to the tulip 41, a tail 43 which is actuated by a link 46. The link 46 is articulated in rotation about a transverse median axis 48. The link 46 has a first end 50 which is articulated in rotation parallel to the axis 48 on the valve stem 43 42, and a second end 52 which is articulated in rotation parallel to axis 48 on the end 54 of a first rod longitudinal 56, which is part of the control device 14, which will be described later with reference to the state of the technical and with reference to the invention.

Par exemple, et de façon non restrictive, la biellette 46 est rectiligne et la première tige longitudinale 56 est sensiblement parallèle à la direction générale de la soupape de décharge 42. Ainsi, un mouvement de translation dans un sens de la première tige longitudinale 56 entraíne un mouvement de translation de la soupape de décharge 42 dans le sens opposé. L'ouverture de la soupape de décharge 42 correspond par conséquent à une position de la première tige longitudinale 56 pour laquelle celle-ci sort d'un boítier 58 du dispositif de commande 14.For example, and without limitation, the link 46 is straight and the first longitudinal rod 56 is substantially parallel to the general direction of the valve discharge 42. Thus, a translational movement in a direction of the first longitudinal rod 56 causes a translational movement of the relief valve 42 in the opposite direction. The opening of the relief valve 42 therefore corresponds to a position of the first rod longitudinal 56 for which it comes out of a housing 58 of the control device 14.

Par ailleurs, le fonctionnement du dispositif de commande 14 est régi par différentes pressions qui règnent à l'intérieur du moteur 12.Furthermore, the operation of the command 14 is governed by different pressures that prevail at inside the motor 12.

Ainsi, l'installation 10 comporte une électrovanne pneumatique 60 qui est reliée à deux entrées de pression 62 et 64 du boítier 58 du dispositif de commande 14. L'électrovanne 60 est elle-même reliée à une prise de pression 66 qui est agencée sur le collecteur d'admission 24 et à une prise de pression atmosphérique 70 qui est agencée sur le corps de l'électrovanne pneumatique 60. L'électrovanne pneumatique 60 est susceptible, selon les modes de fonctionnement du moteur 12, de distribuer la dépression Pdep qui règne dans le collecteur d'admission 24 en fonctionnement atmosphérique du moteur 12, la surpression Psur qui règne dans le collecteur d'admission 24 en fonctionnement suralimenté du moteur 12, ou encore la pression atmosphérique ambiante Pa, aux entrées 62 et 64 du dispositif de commande 14.Thus, the installation 10 comprises a pneumatic solenoid valve 60 which is connected to two pressure inputs 62 and 64 of the housing 58 of the control device 14. The solenoid valve 60 is itself connected to a pressure tap 66 which is arranged on the intake manifold 24 and an atmospheric pressure tap 70 which is arranged on the body of the pneumatic solenoid valve 60. The pneumatic solenoid valve 60 is capable, according to the operating modes of the engine 12, of distributing the vacuum P dep which prevails in the intake manifold 24 in atmospheric operation of the engine 12, the overpressure P on which prevails in the intake manifold 24 in supercharged operation of the engine 12, or alternatively the ambient atmospheric pressure P a , at inputs 62 and 64 of the control device 14.

Les figures 2 à 4 illustrent un dispositif de commande 14 conforme à l'état de la technique.Figures 2 to 4 illustrate a control device 14 in accordance with the state of the art.

De manière connue, le boítier de pression 58 représenté à la figure 2 est d'une forme générale sensiblement tubulaire et comporte trois parties avant 72, intermédiaire 74 et arrière 76. La partie 72 est de petit diamètre et son extrémité avant 78 comporte un perçage 79 destiné à permettre le passage de la première tige longitudinale 56. Une extrémité avant 82 de la partie intermédiaire 74, de même diamètre que la partie avant 72, est fixée à une extrémité arrière 80 de la partie avant 72. La partie intermédiaire 74 comporte une extrémité arrière 84 de grand diamètre sur laquelle est fixée d'une manière analogue une extrémité avant 86 de la partie arrière 76, qui est aussi de grand diamètre. Enfin, une extrémité arrière 88 de la partie arrière 76 est constituée d'une paroi transversale qui ferme la partie arrière 76.In known manner, the pressure unit 58 shown in Figure 2 is of a generally substantially tubular shape and has three front parts 72, intermediate 74 and rear 76. Part 72 is of small diameter and its front end 78 has a hole 79 intended to allow the passage of the first longitudinal rod 56. A front end 82 of the intermediate part 74, of the same diameter as the front part 72, is fixed to a rear end 80 of the front part 72. The intermediate part 74 has a rear end 84 large diameter on which is fixed in a way analogous to a front end 86 of the rear part 76, which is also of large diameter. Finally, a rear end 88 of the rear part 76 consists of a transverse wall which closes the rear part 76.

Par ailleurs, la partie intermédiaire 74 comporte à l'intérieur une paroi transversale 90 formant surface d'épaulement, qui délimite les petit et grand diamètres de la partie intermédiaire tubulaire 74.Furthermore, the intermediate part 74 comprises at inside a transverse wall 90 forming a surface shoulder, which defines the small and large diameters of the tubular intermediate part 74.

Avantageusement, les parties avant 72, intermédiaire 74, et arrière 76 sont réalisées par moulage, ce qui permet du point de vue de la fabrication de leur conférer les formes et les diamètres appropriés à moindre coût.Advantageously, the front parts 72, intermediate 74, and rear 76 are produced by molding, which allows manufacturing point of view to give them the shapes and appropriate diameters at lower cost.

Deux parois mobiles transversales avant 92 et arrière 94 sont agencées dans le boítier 58 du dispositif de commande 14. De préférence, les parois mobiles sont des membranes en matériau élastomère, qui sont susceptibles de se déplacer axialement en se déformant sous l'action d'une pression ou d'un effort. Two transverse movable walls, front 92 and rear 94 are arranged in the housing 58 of the control device 14. Preferably, the movable walls are membranes made of elastomeric material, which are liable to move axially deforming under the action of pressure or of an effort.

La paroi mobile 92 est interposée entre les parties avant 72 et intermédiaire 74 du boítier 58, et la paroi mobile arrière 94 est interposée entre les parties intermédiaire 74 et arrière 76 du boítier 58. Dans le cas où les parois mobiles sont des membranes en matériau élastomère, chacune des membranes associées aux parois mobiles est pincée entre les extrémités des parties associées du boítier 58. Ainsi, par exemple, l'extrémité arrière 80 de la partie avant 72 comporte une collerette extérieure 98 dont une surface d'épaulement 96, qui est tournée vers l'arrière, est agencée en regard d'une surface d'épaulement 100 tournée vers l'avant d'une collerette 102 portée extérieurement par la partie intermédiaire 74. De la sorte, les deux surfaces d'épaulement 96 et 100 peuvent venir serrer au montage les deux faces d'un bord périphérique de la membrane associée à la paroi mobile 92. De préférence, le bord périphérique de la paroi mobile 92 peut être percé de trous permettant le passage de vis 101 permettant l'assemblage des collerettes radiales extérieures 98 et 102.The movable wall 92 is interposed between the parts front 72 and intermediate 74 of the housing 58, and the movable wall rear 94 is interposed between the intermediate parts 74 and rear 76 of the housing 58. In the case where the movable walls are membranes of elastomeric material, each of membranes associated with the movable walls is pinched between the ends of the associated parts of the housing 58. Thus, by example, the rear end 80 of the front part 72 comprises an outer flange 98 including a shoulder surface 96, which faces backwards, is arranged opposite a shoulder surface 100 facing forward of a flange 102 carried externally by the intermediate part 74. From the so the two shoulder surfaces 96 and 100 can come tighten the two sides of a peripheral edge of the membrane associated with the movable wall 92. Preferably, the peripheral edge of the movable wall 92 can be pierced with holes allowing the passage of screws 101 allowing the assembly of the outer radial flanges 98 and 102.

Un montage en tous points semblable peut être prévu pour la paroi mobile arrière 94 et ne sera par conséquent pas décrit.A similar assembly in all points can be envisaged for the rear movable wall 94 and will therefore not described.

Les parois mobiles 92 et 94 délimitent dans le boítier de pression 58 une chambre de pression avant 104 et une chambre de pression arrière 106. La chambre de pression avant 104 est donc délimitée axialement par les parois mobiles 92 et 94, et la chambre de pression arrière 106 est délimitée axialement par la paroi mobile 104 et la paroi transversale 88 du boítier 58.The movable walls 92 and 94 delimit in the case of pressure 58 a pressure chamber before 104 and a rear pressure chamber 106. The pressure chamber before 104 is therefore delimited axially by the movable walls 92 and 94, and the rear pressure chamber 106 is delimited axially by the movable wall 104 and the transverse wall 88 case 58.

La chambre de pression 104 est alimentée par l'entrée de pression 62, et la chambre de pression 106 est alimentée par l'entrée de pression 64, précédemment décrites en référence à la figure 1. The pressure chamber 104 is supplied by the inlet 62, and the pressure chamber 106 is supplied by the pressure input 64, previously described in reference to figure 1.

De la sorte, les chambres de pression avant 104 et arrière 106 sont des chambres à volume variable, la variation de volume étant provoquée par l'établissement de différentes pressions au sein des chambres de pression avant 104 et arrière 106, et provoquant des déplacements des parois mobiles avant 92 et arrière 94.In this way, the pressure chambers before 104 and rear 106 are variable volume chambers, the variation of volume being caused by the establishment of different pressures within the pressure chambers before 104 and rear 106, and causing displacement of the walls mobile front 92 and rear 94.

La tige longitudinale avant 56 est solidaire du côté avant de la paroi mobile avant 92 et fait saillie à l'extérieur de du boítier 58 en traversant le perçage 79 de la partie avant 72, de façon à être solidaire dans ses déplacements axiaux des déplacements axiaux de la paroi mobile avant 92. La tige longitudinale avant 56 est mobile entre une position étendue avant correspondant à l'ouverture de la soupape 42 de décharge de turbine décrite à la figure 1, et une position rétractée arrière qui correspond à la fermeture de la soupape 42 de décharge de turbine.The front longitudinal rod 56 is secured to the side front of the front movable wall 92 and protrudes outside of of the housing 58 crossing the bore 79 of the front part 72, so as to be united in its axial displacements of axial displacements of the front movable wall 92. The rod longitudinal front 56 is movable between an extended position front corresponding to the opening of the valve 42 of turbine discharge described in Figure 1, and a position retracted back which corresponds to the closing of the valve 42 of turbine discharge.

Dans ce but, la tige longitudinale avant 56 est solidaire d'une coupelle avant 108, qui est fixée sur le côté avant de la paroi mobile avant 92, par exemple par collage. La tige longitudinale avant 56 s'étend axialement au travers de la partie avant 72 et est rappelée élastiquement vers l'arrière. Pour ce faire, un ressort de rappel 110 prend appui d'une part sur la coupelle 108 et d'autre part sur la paroi intérieure de la partie avant 72.For this purpose, the front longitudinal rod 56 is integral a front cup 108, which is attached to the front side of the front movable wall 92, for example by gluing. The rod longitudinal front 56 extends axially across the front part 72 and is recalled elastically towards the rear. To do this, a return spring 110 is supported on the one hand on the cup 108 and on the other hand on the inner wall of the front part 72.

Une tige longitudinale arrière 112 est de la même façon solidaire d'une coupelle arrière 114 qui est fixée, par exemple par collage, au côté avant de la paroi mobile arrière 94. La tige longitudinale arrière 112 s'étend axialement au travers de la chambre de pression avant, c'est à dire sensiblement axialement au travers de la partie intermédiaire 74, et, comme on le verra ultérieurement, est susceptible de coopérer avec le côté arrière de la paroi mobile avant 92 suivant certaines conditions de pression dans les chambres avant 104 et arrière 106, pour actionner longitudinalement la tige longitudinale avant 56 en appuyant sur la paroi mobile avant 92.A rear longitudinal rod 112 is in the same way secured to a rear cup 114 which is fixed, for example by gluing, to the front side of the rear movable wall 94. The rod rear longitudinal 112 extends axially across the front pressure chamber, i.e. substantially axially through the intermediate portion 74, and, as we will see later, is likely to cooperate with the rear side of the front movable wall 92 according to certain pressure conditions in the front 104 and rear chambers 106, to actuate the longitudinal rod longitudinally front 56 by pressing on the front movable wall 92.

La coupelle arrière 114 n'est pas nécessairement rappelée élastiquement, et à cet effet le ressort de rappel 110 de la coupelle avant 108 peut être taré de façon à permettre le rappel élastique vers l'arrière des deux tiges longitudinales 56 et 112 lorsque cela est nécessaire.The rear cup 114 is not necessarily resiliently returned, and for this purpose the return spring 110 of the front cup 108 can be tared so as to allow elastic return towards the rear of the two longitudinal rods 56 and 112 when necessary.

Dans cette configuration, l'électrovanne pneumatique 60 précédemment décrite en référence à la figure 1 est susceptible de définir plusieurs modes de fonctionnement du dispositif de commande 14, en distribuant différentes pressions aux entrées de pression 62 et 64 du boítier 58. A cet effet, des moyens de commande (non représentés) tenant par exemple compte de paramètres de fonctionnement du moteur du véhicule, tels que le régime moteur, la charge, la position d'une pédalé d'accélérateur du véhicule ou la vitesse de rotation du turbocompresseur, commandent le fonctionnement de l'électrovanne pneumatique 60.In this configuration, the pneumatic solenoid valve 60 previously described with reference to Figure 1 is likely to define several operating modes of the control device 14, distributing different pressures at the pressure inputs 62 and 64 of the housing 58. At this effect, control means (not shown) holding by example count of engine operating parameters of the vehicle, such as engine speed, load, position a vehicle accelerator pedal or the speed of turbocharger rotation, control operation pneumatic solenoid valve 60.

La figure 2 illustre un fonctionnement du dispositif de commande 14 correspondant à un mode de fonctionnement chargé de la turbine 18. Cette configuration correspond à une utilisation en suralimentation du moteur 12 précédemment décrit à la figure 1. Dans ce cas, la pression atmosphérique Pa règne dans les chambres avant 104 et arrière 106. Les deux parois mobiles avant 104 et arrière 106 occupent une position de repos et la tige longitudinale avant occupe la position rétractée arrière. La soupape de décharge 42 est par conséquent fermée et tous les gaz d'échappement sont dirigés vers la turbine 18 du turbocompresseur 16 décrit à la figure 1.FIG. 2 illustrates an operation of the control device 14 corresponding to a loaded operating mode of the turbine 18. This configuration corresponds to a supercharging use of the engine 12 previously described in FIG. 1. In this case, the atmospheric pressure P a reigns in the front 104 and rear 106 chambers. The two movable front 104 and rear 106 walls occupy a rest position and the front longitudinal rod occupies the rear retracted position. The relief valve 42 is therefore closed and all the exhaust gases are directed to the turbine 18 of the turbocharger 16 described in FIG. 1.

La figure 3 illustre un fonctionnement du dispositif de commande 14 correspondant à un premier mode de fonctionnement déchargé de la turbine 18 précédemment décrite. Cette configuration correspond à une utilisation atmosphérique du moteur 12, pour laquelle il n'est pas souhaitable d'entraíner le turbocompresseur 16, par exemple lorsque le moteur tourne au ralenti ou à faible régime. Dans ce cas, la pression régnant à l'intérieur du collecteur d'admission 24 précédemment décrit est la dépression Pdep, due à l'aspiration des gaz d'admission par les cylindres du moteur 12. Les moyens de commande (non représentés) commandent l'électrovanne pneumatique 60 précédemment décrite à la figure 1 de sorte que celle-ci distribue respectivement la dépression Pdep et la pression atmosphérique Pa aux entrées 62 et 64. Par suite la dépression Pdep et la pression atmosphérique Pa règnent respectivement dans la chambre avant 104 et dans la chambre arrière 106. La différence de pression entre les chambres avant 104 et arrière 106 déplace la paroi mobile arrière 94 vers l'avant. Par suite, la coupelle arrière 114 entraíne vers l'avant la tige longitudinale arrière 112 qui appuie sur la paroi mobile avant 92, laquelle entraíne simultanément vers l'avant la coupelle avant 108 et la tige longitudinale avant 56 à l'encontre de l'effort de rappel du ressort 110. Il s'ensuit, conformément aux enseignements de la figure 1, un déplacement longitudinal vers l'arrière de la queue 43 de la soupape 42 de décharge de turbine qui a pour conséquence d'ouvrir le by-pass 40 et de dévier les gaz d'échappements directement vers le conduit d'échappement 26. Le sens des déplacements de la tige longitudinale avant 56 et de la soupape 42 est indiqué par les flèches.FIG. 3 illustrates an operation of the control device 14 corresponding to a first operating mode discharged from the turbine 18 previously described. This configuration corresponds to atmospheric use of the engine 12, for which it is not desirable to drive the turbocharger 16, for example when the engine is idling or at low speed. In this case, the pressure prevailing inside the intake manifold 24 described above is the depression P dep , due to the suction of the intake gases by the cylinders of the engine 12. The control means (not shown) control the pneumatic solenoid valve 60 previously described in FIG. 1 so that it distributes respectively the depression P dep and the atmospheric pressure P a at the inputs 62 and 64. Consequently, the depression P dep and the atmospheric pressure P a prevail respectively in the front chamber 104 and in the rear chamber 106. The pressure difference between the front chambers 104 and rear 106 moves the rear movable wall 94 forwards. As a result, the rear cup 114 drives forward the rear longitudinal rod 112 which presses on the front movable wall 92, which simultaneously drives forward the front cup 108 and the front longitudinal rod 56 against the return force of the spring 110. It follows, in accordance with the teachings of FIG. 1, a longitudinal displacement towards the rear of the stem 43 of the turbine discharge valve 42 which has the consequence of opening the bypass 40 and to divert the exhaust gases directly to the exhaust duct 26. The direction of movement of the front longitudinal rod 56 and of the valve 42 is indicated by the arrows.

D'une manière analogue, la figure 4 illustre un fonctionnement du dispositif de commande 14 correspondant à un deuxième mode de fonctionnement déchargé de la turbine 18. Cette configuration correspond à une utilisation suralimentée du moteur 12, pour laquelle il est nécessaire d'interrompre l'entraínement du turbocompresseur 16, par exemple lorsque le moteur tourne à haut régime, et que la pression importante des gaz d'échappement risquerait de causer une détérioration des aubes et des paliers de la turbine 18. Dans ce cas, la pression régnant à l'intérieur du collecteur d'admission 24 précédemment décrit est la surpression Psur, due à la rotation du compresseur 22 du turbocompresseur 16. Les moyens de commande (non représentés) commandent l'électrovanne pneumatique 60 précédemment décrite à la figure 1 de sorte que celle-ci distribue respectivement la pression atmosphérique Pa et la surpression Psur aux entrées 62 et 64. Par suite la pression atmosphérique Pa et la surpression Psur règnent respectivement dans la chambre avant 104 et dans la chambre arrière 106. La différence de pression entre les chambres avant 104 et arrière 106 provoque le déplacement de la paroi mobile arrière 94 vers l'avant. Par suite, la coupelle arrière 114 entraíne vers l'avant la tige longitudinale arrière 112 qui appuie sur la paroi mobile avant 92, laquelle entraíne simultanément vers l'avant la coupelle avant 108 et la tige longitudinale avant 56 à l'encontre de l'effort de rappel du ressort 110. Il s'ensuit, conformément aux enseignements de la figure 1, un déplacement longitudinal vers l'arrière de la queue 43 de la soupape 42 de décharge de turbine qui a pour conséquence d'ouvrir le by-pass 40 et de dévier les gaz d'échappements directement vers le conduit d'échappement 26. La décharge de la turbine 18 permet de ralentir le régime de rotation du turbocompresseur 16. Le sens des déplacements de la tige longitudinale avant 56 et de la soupape 42 est indiqué par les flèches. In an analogous manner, FIG. 4 illustrates an operation of the control device 14 corresponding to a second operating mode discharged from the turbine 18. This configuration corresponds to a supercharged use of the engine 12, for which it is necessary to interrupt the drive of the turbocharger 16, for example when the engine is running at high speed, and the high pressure of the exhaust gases could cause damage to the blades and the bearings of the turbine 18. In this case, the pressure prevailing at l inside the intake manifold 24 described above is the overpressure P on , due to the rotation of the compressor 22 of the turbocharger 16. The control means (not shown) control the pneumatic solenoid valve 60 previously described in FIG. 1 so that thereof respectively distributes the atmospheric pressure P and the pressure P on the inputs 62 and 64. As a result the atmospheric pressure America P and the pressure P on prevailing respectively in the front chamber 104 and rear chamber 106. The pressure difference between the front chamber 104 and rear 106 causes the displacement of the rear movable wall 94 forwards. As a result, the rear cup 114 drives forward the rear longitudinal rod 112 which presses on the front movable wall 92, which simultaneously drives forward the front cup 108 and the front longitudinal rod 56 against the return force of the spring 110. It follows, in accordance with the teachings of FIG. 1, a longitudinal displacement towards the rear of the stem 43 of the turbine discharge valve 42 which has the consequence of opening the bypass 40 and deflecting the exhaust gases directly to the exhaust duct 26. The discharge from the turbine 18 makes it possible to slow down the rotation speed of the turbocharger 16. The direction of movement of the front longitudinal rod 56 and of the valve 42 is indicated by the arrows.

Les moyens de commande (non représentés) assurent également le passage d'un mode de fonctionnement déchargé à l'autre.The control means (not shown) provide also switching from a discharged operating mode to the other.

En effet, dans le cas d'une accélération ou d'une décélération brutale du moteur 12, il est nécessaire que l'électrovanne pneumatique puisse établir dans les chambres avant 104 et arrière 106 les pressions adéquates. En fonction des valeurs de la raideur du ressort 110 et de la rigidité des parois mobiles 92 et 94, le dispositif 14 peut réagir plus ou moins rapidement. Pour plus de sûreté, on peut prévoir que les moyens de commande commandent à l'électrovanne pneumatique de repasser par le mode de fonctionnement chargé de la turbine, qu'il s'agisse d'une transition du premier mode de fonctionnement déchargé de la turbine vers le deuxième, ou du deuxième vers le premier. Le passage par le mode de fonctionnement chargé de la turbine, correspondant à l'établissement de la pression atmosphérique simultanément dans les deux chambres avant 104 et arrière 106 permet d'éviter qu'à un moment quelconque il n'existe une surpression Psur d'un côté de la paroi mobile arrière 94, et une dépression Pdep de l'autre côté, ce qui risquerait d'endommager la paroi mobile arrière 94 dans le cas où la paroi mobile arrière 94 est une membrane fine.Indeed, in the case of a sudden acceleration or deceleration of the engine 12, it is necessary that the pneumatic solenoid valve can establish in the front chambers 104 and rear 106 the adequate pressures. Depending on the values of the stiffness of the spring 110 and the rigidity of the movable walls 92 and 94, the device 14 can react more or less quickly. For greater safety, provision may be made for the control means to command the pneumatic solenoid valve to return to the operating mode loaded with the turbine, whether this is a transition from the first operating mode unloaded from the turbine. to the second, or from the second to the first. The passage through the charged operating mode of the turbine, corresponding to the establishment of atmospheric pressure simultaneously in the two front chambers 104 and rear 106 makes it possible to avoid that at any time there exists an overpressure P on d 'one side of the rear movable wall 94, and a depression P dep on the other side, which could damage the rear movable wall 94 in the case where the rear movable wall 94 is a thin membrane.

L'inconvénient de cette conception est que la tige longitudinale arrière 112 ne comporte aucun guidage et risque donc de solliciter imparfaitement le côté arrière de la paroi mobile avant 92.The downside of this design is that the rod longitudinal rear 112 has no guidance and risk therefore to imperfectly stress the rear side of the wall mobile before 92.

Pour remédier à cet inconvénient, l'invention propose des moyens de guidage de la tige longitudinale arrière 112.To remedy this drawback, the invention proposes means for guiding the rear longitudinal rod 112.

Les figures 5 à 7 illustrent un dispositif 14 selon l'invention. D'une façon analogue au boítier décrit en référence à la figure 2, le boítier de pression 58 représenté à la figure 5 est aussi sensiblement tubulaire et comporte trois parties avant 72, intermédiaire 74 et arrière 76. Les parties 72, 74, et 76 sont de même diamètre. La partie intermédiaire 74 comporte une cloison transversale rigide 89, qui comporte en son centre un orifice 91, et qui divise sensiblement axialement le boítier 58 en deux. Les fonctions de la cloison transversale 89 et de l'orifice 91 seront décrites ultérieurement.Figures 5 to 7 illustrate a device 14 according to the invention. In a similar way to the case described with reference in Figure 2, the pressure box 58 shown in Figure 5 is also substantially tubular and has three parts front 72, intermediate 74 and rear 76. Parts 72, 74, and 76 are of the same diameter. The intermediate part 74 comprises a rigid transverse partition 89, which comprises in its center an orifice 91, which divides substantially axially the housing 58 in two. The functions of the transverse partition 89 and port 91 will be described later.

L'extrémité avant 78 de la partie avant 72 comporte comme pour le premier mode de réalisation de l'invention un perçage 79 destiné à permettre le passage de la première tige longitudinale 56. L'extrémité avant 82 de la partie intermédiaire 74 est fixée à l'extrémité arrière 80 de la partie avant 72 et son extrémité arrière 84 est fixée à l'extrémité avant 86 de la partie arrière 76. L'extrémité arrière 88 de la partie arrière 76 est constituée d'une paroi transversale qui ferme la partie arrière 76.The front end 78 of the front part 72 comprises as for the first embodiment of the invention a hole 79 intended to allow the passage of the first rod longitudinal 56. The front end 82 of the part intermediate 74 is fixed to the rear end 80 of the part front 72 and its rear end 84 is fixed to the end front 86 of the rear part 76. The rear end 88 of the rear part 76 consists of a transverse wall which closes the rear part 76.

Avantageusement, les parties avant 72, intermédiaire 74, et arrière 76 sont réalisées par moulage, ce qui permet du point de vue de la fabrication de leur conférer les formes appropriées à moindre coût.Advantageously, the front parts 72, intermediate 74, and rear 76 are produced by molding, which allows point of view of manufacturing to give them the forms appropriate at lower cost.

Deux parois mobiles transversales avant 92 et arrière 94 sont agencées dans le boítier 58 du dispositif de commande 14. Les parois mobiles sont des membranes en matériau élastomère du même type que celles décrites dans le premier mode de réalisation.Two transverse movable walls, front 92 and rear 94 are arranged in the housing 58 of the control device 14. The movable walls are membranes made of material elastomer of the same type as those described in the first embodiment.

La paroi mobile avant 92 est interposée entre les parties avant 72 et intermédiaire 74 du boítier 58, et la paroi mobile arrière 94 est interposée entre les parties intermédiaire 74 et 76 du boítier 58. Chacune des membranes associées aux parois mobiles est pincée entre les extrémités des parties associées du boítier 58. L'extrémité arrière 80 de la partie avant 72 comporte une collerette extérieure 98 dont une surface d'épaulement 96, qui est tournée vers l'arrière, est agencée en regard d'une surface d'épaulement 100 tournée vers l'avant d'une collerette 102 portée extérieurement par la partie intermédiaire 74. De la sorte, les deux surfaces d'épaulement 96 et 100 peuvent venir serrer au montage les deux faces de la membrane associée à la paroi mobile avant 92. Avantageusement, le bord périphérique de la membrane associée à la paroi mobile avant 92 peut être percée de trous permettant le passage de vis 101 permettant l'assemblage des collerettes radiales extérieures 98 et 102.The movable front wall 92 is interposed between the front 72 and intermediate 74 parts of the housing 58, and the wall rear mobile 94 is interposed between the intermediate parts 74 and 76 of the housing 58. Each of the membranes associated with the movable walls is pinched between the ends of the parts associated with the housing 58. The rear end 80 of the part front 72 has an outer flange 98, one of which shoulder surface 96, which faces backwards, is arranged opposite a turned shoulder surface 100 towards the front of a flange 102 carried externally by the intermediate part 74. In this way, the two surfaces shoulder 96 and 100 can tighten the assembly two faces of the membrane associated with the front movable wall 92. Advantageously, the peripheral edge of the membrane associated with the front movable wall 92 can be pierced with holes allowing the passage of screws 101 allowing the assembly of external radial flanges 98 and 102.

Un montage en tous points semblable est prévu pour la paroi mobile arrière 94 et ne sera par conséquent pas décrit.A similar assembly is planned for the rear movable wall 94 and will therefore not be described.

Un diaphragme souple 93, déformable et étanche, est agencée sur l'orifice 91 de la cloison transversale 89.A flexible diaphragm 93, deformable and waterproof, is arranged on the orifice 91 of the transverse partition 89.

Les parois mobiles 92, 94, et la cloison transversale 89 munie de son diaphragme souple 93, délimitent dans le boítier de pression 58 une chambre de pression avant 104 et une chambre de pression arrière 106. La chambre de pression avant 104 est donc délimitée axialement par la paroi mobile avant 92 et la cloison transversale 89 munie de son diaphragme souple 93. De même la chambre de pression arrière 106 est délimitée axialement par la cloison transversale 89 munie de son diaphragme souple 93 et la paroi mobile arrière 94.The movable walls 92, 94, and the transverse partition 89 provided with its flexible diaphragm 93, delimit in the housing 58 a pressure chamber before 104 and a rear pressure chamber 106. The pressure chamber before 104 is therefore axially delimited by the movable wall front 92 and the transverse partition 89 provided with its flexible diaphragm 93. Likewise the pressure chamber rear 106 is delimited axially by the transverse partition 89 with its flexible diaphragm 93 and the movable wall rear 94.

La chambre de pression 104 est alimentée par l'entrée de pression 62, et la chambre de pression 106 est alimentée par l'entrée de pression 64, les entrées de pression 62 et 64 ayant été précédemment décrites en référence à la figure 1. La portion de partie arrière 76 qui est comprise entre la paroi mobile arrière 94 et l'extrémité arrière 88 comporte une entrée de pression 63 qui est mise à la pression atmosphérique Pa pour permettre des déplacements libres de la paroi mobile arrière 94.The pressure chamber 104 is supplied by the pressure inlet 62, and the pressure chamber 106 is supplied by the pressure inlet 64, the pressure inlets 62 and 64 having been previously described with reference to FIG. 1. The rear portion 76 which is between the rear movable wall 94 and the rear end 88 has a pressure inlet 63 which is brought to atmospheric pressure P a to allow free movement of the rear movable wall 94.

De la sorte, les chambres de pression avant 104 et arrière 106 sont des chambres à volume variable, la variation de volume étant provoquée par l'établissement de différentes pressions au sein des chambres de pression avant 104 et arrière 106, et provoquant des déplacements des parois mobiles avant 92 et arrière 94.In this way, the pressure chambers before 104 and rear 106 are variable volume chambers, the variation of volume being caused by the establishment of different pressures within the pressure chambers before 104 and rear 106, and causing displacement of the walls mobile front 92 and rear 94.

La tige longitudinale avant 56 est solidaire du côté avant de la paroi mobile avant 92 et fait saillie à l'extérieur de du boítier 58 en traversant le perçage 79 de la partie avant 72, de façon à être solidaire dans ses déplacements axiaux des déplacements axiaux de la paroi mobile avant 92. La tige longitudinale avant 56 est mobile entre la position étendue avant correspondant à l'ouverture de la soupape 42 de décharge de turbine décrite à la figure 1, et la position rétractée arrière qui correspond à la fermeture de la soupape 42 de décharge de turbine.The front longitudinal rod 56 is secured to the side front of the front movable wall 92 and protrudes outside of of the housing 58 crossing the bore 79 of the front part 72, so as to be united in its axial displacements of axial displacements of the front movable wall 92. The rod longitudinal front 56 is movable between the extended position front corresponding to the opening of the valve 42 of turbine discharge described in Figure 1, and the position retracted back which corresponds to the closing of the valve 42 of turbine discharge.

Dans ce but, la tige longitudinale avant 56 est solidaire de la coupelle avant 108 et est rappelée élastiquement vers l'arrière par le ressort de rappel 110 qui prend appui d'une part sur la coupelle 108 et d'autre part sur la paroi intérieure de la partie avant 72.For this purpose, the front longitudinal rod 56 is integral from the front cup 108 and is resiliently biased towards the rear by the return spring 110 which rests on the one hand on the cup 108 and on the other hand on the inner wall of the front part 72.

D'une façon analogue, la tige longitudinale arrière 112 est solidaire du côté avant de coupelle 114 fixée à l'avant de la paroi mobile arrière 94, et est susceptible de traverser la cloison transversale fixe 89 par l'orifice 91 en déformant localement le diaphragme souple 93. La tige longitudinale arrière 112 est elle aussi mobile entre une position étendue avant, qui correspond à l'ouverture de la soupape 42 de décharge de turbine et dans laquelle elle est susceptible d'appuyer sur la paroi mobile avant 92 en traversant l'orifice 91, et une position rétractée arrière, qui correspond à la fermeture de la soupape 42 de décharge de turbine et dans laquelle la tige longitudinale arrière ne traverse pas l'orifice 91.Similarly, the rear longitudinal rod 112 is attached to the front side of the cup 114 fixed to the front of the rear movable wall 94, and is capable of passing through the fixed transverse partition 89 through port 91 while deforming locally the flexible diaphragm 93. The longitudinal rod rear 112 is also movable between an extended position front, which corresponds to the opening of the valve 42 of turbine discharge and in which it is susceptible to press on the front movable wall 92 while crossing the orifice 91, and a retracted rear position, which corresponds to the closing of the turbine discharge valve 42 and in which the rear longitudinal rod does not cross the orifice 91.

Par ailleurs, la tige longitudinale arrière 112 est rappelée élastiquement vers l'arrière par un ressort de rappel 111 qui prend appui d'une part sur la coupelle 114 et d'autre part sur la cloison transversale 89 de la partie intermédiaire 74.Furthermore, the rear longitudinal rod 112 is spring-loaded backwards by a return spring 111 which rests on the one hand on the cup 114 and on the other part on the transverse partition 89 of the intermediate part 74.

Similairement à l'état antérieur de la technique qui a été décrit précédemment, l'électrovanne pneumatique 60 est susceptible de définir plusieurs modes de fonctionnement du dispositif de commande 14, en distribuant différentes pressions aux entrées de pression 62 et 64 du boítier 58.Similar to the prior art which has been described above, the pneumatic solenoid valve 60 is likely to define several operating modes of the control device 14, distributing different pressures at the pressure inputs 62 and 64 of the housing 58.

La figure 5 illustre un fonctionnement du dispositif de commande 14 correspondant à un mode de fonctionnement chargé de la turbine 18. Cette configuration correspond à une utilisation en suralimentation du moteur 12 précédemment décrit à la figure 1. Dans ce cas la pression atmosphérique Pa règne dans les chambres avant 104 et arrière 106. Les deux parois mobiles avant 104 et arrière 106 occupent une position reculée de repos et les deux tiges longitudinales avant 56 et arrière 112 occupent la position rétractée arrière. La soupape de décharge 42 décrite à la figure 1 est par conséquent fermée et tous les gaz d'échappement sont dirigés vers la turbine 18 du turbocompresseur 16.5 illustrates an operation of the controller 14 corresponding to an operation mode instructed from the turbine 18. This configuration corresponds to use in supercharging the engine 12 previously described in Figure 1. In this case the atmospheric pressure P a reign in the front 104 and rear 106 chambers. The two movable front 104 and rear 106 walls occupy a remote rest position and the two front longitudinal rods 56 and rear 112 occupy the retracted rear position. The discharge valve 42 described in FIG. 1 is therefore closed and all the exhaust gases are directed to the turbine 18 of the turbocharger 16.

La figure 6 illustre un fonctionnement du dispositif de commande 14 correspondant à un troisième mode de fonctionnement déchargé de la turbine 18. Cette configuration correspond à une utilisation suralimentée du moteur 12, pour laquelle il est nécessaire d'interrompre l'entraínement du turbocompresseur 16, par exemple lorsque le moteur tourne à haut régime, et que la pression importante des gaz d'échappement risquerait de causer une détérioration des aubes et des paliers de la turbine 18. Dans ce cas, la pression régnant à l'intérieur du collecteur d'admission 24 précédemment décrit est la surpression Psur, due à la rotation du compresseur 22 du turbocompresseur 16. Les moyens de commande (non représentés) commandent l'électrovanne pneumatique 60 précédemment décrite à la figure 1 de sorte que celle-ci distribue respectivement la surpression Psur et la pression atmosphérique Pa aux entrées 62 et 64.FIG. 6 illustrates an operation of the control device 14 corresponding to a third operating mode discharged from the turbine 18. This configuration corresponds to a supercharged use of the engine 12, for which it is necessary to interrupt the drive of the turbocharger 16, for example when the engine is running at high speed, and the high pressure of the exhaust gases could cause damage to the blades and the bearings of the turbine 18. In this case, the pressure prevailing inside the manifold inlet 24 previously described is the overpressure P on , due to the rotation of the compressor 22 of the turbocharger 16. The control means (not shown) control the pneumatic solenoid valve 60 previously described in FIG. 1 so that the latter distributes respectively the overpressure P on and atmospheric pressure P a at inputs 62 and 64.

Par suite, la surpression Psur et la pression atmosphérique Pa règnent respectivement dans la chambre avant 104 et dans la chambre arrière 106. Par ailleurs, la pression atmosphérique Pa règne dans la portion de partie arrière 76 comprise entre la paroi mobile arrière 94 et l'extrémité arrière 88, du fait de la communication entre cette portion et l'atmosphère par l'intermédiaire de l'entrée 63. D'une manière analogue, la pression atmosphérique Pa règne dans la portion de partie avant 72 comprise entre la paroi mobile 92 et l'extrémité avant 88, du fait de la communication entre cette portion et l'atmosphère par l'intermédiaire du perçage 79.As a result, the overpressure P on and the atmospheric pressure P a prevail respectively in the front chamber 104 and in the rear chamber 106. Furthermore, the atmospheric pressure P a prevails in the rear portion portion 76 comprised between the rear movable wall 94 and the rear end 88, due to the communication between this portion and the atmosphere via the inlet 63. in a similar manner, the atmospheric pressure P prevailing in the portion of front portion 72 between the movable wall 92 and the front end 88, due to the communication between this portion and the atmosphere via the bore 79.

La différence de pression entre la chambre avant 104 et la portion de partie avant 72 située à l'avant de la paroi mobile avant 92 provoque le déplacement de la paroi mobile avant 92 vers l'avant. Par suite, la coupelle avant 108 et la tige longitudinale avant 56 se déplacent vers l'avant à l'encontre de l'effort de rappel du ressort 110. Il s'ensuit, conformément aux enseignements de la figure 1, un déplacement longitudinal vers l'arrière de la queue 43 de la soupape 42 de décharge de turbine qui a pour conséquence d'ouvrir le by-pass 40 et de dévier les gaz d'échappements directement vers le conduit d'échappement 26. La décharge de la turbine 18 permet avantageusement de ralentir le régime de rotation du turbocompresseur 16. Le sens des déplacements de la tige longitudinale avant 56 et de la soupape 42 est indiqué par les flèches.The pressure difference between the front chamber 104 and the portion of front portion 72 located at the front of the movable wall before 92 causes the moving wall to move 92 forward. As a result, the front cup 108 and the rod longitudinal front 56 move forward against the return force of the spring 110. It follows, in accordance with the lessons of Figure 1, a longitudinal displacement backward from the tail 43 of the pressure relief valve 42 turbine which has the consequence of opening bypass 40 and divert exhaust gases directly to the duct exhaust 26. Discharging the turbine 18 allows advantageously to slow down the rotation speed of the turbocharger 16. Direction of movement of the rod longitudinal front 56 and valve 42 is indicated by arrows.

D'une manière analogue, la figure 7 illustre un fonctionnement du dispositif de commande 14 correspondant à un quatrième mode de fonctionnement déchargé de la turbine 18 précédemment décrite. Cette configuration correspond à une utilisation atmosphérique du moteur 12, pour laquelle il n'est pas souhaitable d'entraíner le turbocompresseur 16, par exemple lorsque le moteur tourne au ralenti ou à faible régime. Dans ce cas, la pression régnant à l'intérieur du collecteur d'admission 24 précédemment décrit est la dépression Pdep, due à l'aspiration des gaz d'admission par les cylindres du moteur 12. Les moyens de commande (non représentés) commandent l'électrovanne pneumatique 60 précédemment décrite à la figure 1 de sorte que celle-ci distribue respectivement la pression atmosphérique Pa et la dépression Pdep aux entrées 62 et 64. Par suite la pression atmosphérique Pa et la dépression Pdep règnent respectivement dans la chambre avant 104 et dans la chambre arrière 106. La différence de pression entre la chambres arrière 104 et la portion de partie arrière 76 située à l'arrière de la paroi mobile arrière 94 provoque le déplacement de la paroi mobile arrière 94 vers l'avant à l'encontre de l'effort de rappel du ressort 111. Par suite, la coupelle arrière 114 entraíne vers l'avant la tige longitudinale arrière 112 qui déforme le diaphragme souple 93, qui traverse l'orifice 91, et qui appuie sur la paroi mobile avant 92, laquelle entraíne simultanément vers l'avant la coupelle avant 108 et la tige longitudinale avant 56 à l'encontre de l'effort de rappel du ressort 110. Il s'ensuit, conformément aux enseignements de la figure 1, un déplacement longitudinal vers l'arrière de la queue 43 soupape 42 de décharge de turbine qui a pour conséquence d'ouvrir le by-pass 40 et de dévier les gaz d'échappements directement vers le conduit d'échappement 26. Le sens des déplacements de la tige longitudinale avant 56 et de la soupape 42 est indiqué par les flèches.In a similar manner, FIG. 7 illustrates an operation of the control device 14 corresponding to a fourth operating mode discharged from the turbine 18 previously described. This configuration corresponds to atmospheric use of the engine 12, for which it is not desirable to drive the turbocharger 16, for example when the engine is idling or at low speed. In this case, the pressure prevailing inside the intake manifold 24 described above is the depression P dep , due to the suction of the intake gases by the cylinders of the engine 12. The control means (not shown) control the pneumatic solenoid valve 60 previously described in FIG. 1 so that the latter distributes the atmospheric pressure P a and the depression P dep respectively to the inputs 62 and 64. Consequently the atmospheric pressure P a and the depression P dep prevail respectively in the front chamber 104 and in the rear chamber 106. The pressure difference between the rear chambers 104 and the rear portion 76 located behind the rear movable wall 94 causes the rear movable wall 94 to move towards the 'against the return force of the spring 111. As a result, the rear cup 114 drives forward the rear longitudinal rod 112 which deforms the flexible diaphragm 93, which i cross the hole 91, and which presses on the front movable wall 92, which simultaneously drives forward the front cup 108 and the front longitudinal rod 56 against the return force of the spring 110. It s 'follows, in accordance with the teachings of Figure 1, a longitudinal displacement towards the rear of the tail 43 turbine discharge valve 42 which has the consequence of opening the bypass 40 and diverting the exhaust gases directly towards the exhaust duct 26. The direction of movement of the front longitudinal rod 56 and of the valve 42 is indicated by the arrows.

Avantageusement, les moyens de commande (non représentés) assurent comme dans l'état antérieur de la technique, le passage d'un mode de fonctionnement déchargé à l'autre.Advantageously, the control means (not shown) ensure as in the previous state of the technical, switching from a discharged operating mode to the other.

En effet, dans le cas d'une accélération ou d'une décélération brutale du moteur 12, il est nécessaire que l'électrovanne pneumatique puisse établir dans les chambres avant 104 et arrière 106 les pressions adéquates. En fonction des valeurs de la raideur des ressorts 110 et 111 et de la rigidité des parois mobiles 92, 94, et du diaphragme souple 93, le dispositif 14 peut réagir plus ou moins rapidement. Pour plus de sûreté, et de façon non limitative de l'invention, on peut prévoir que les moyens de commande commandent à l'électrovanne pneumatique de repasser par le mode de fonctionnement chargé de la turbine, qu'il s'agisse d'une transition du premier mode de fonctionnement déchargé de la turbine vers le deuxième, ou du deuxième vers le premier. Avantageusement, le passage par le mode de fonctionnement chargé de la turbine, correspondant à l'établissement de la pression atmosphérique simultanément dans les deux chambres avant 104 et arrière 106 permet d'éviter qu'à un moment quelconque il n'existe une surpression Psur d'un côté du diaphragme souple 93, et une dépression Pdep de l'autre côté, ce qui risquerait d'endommager le diaphragme souple 93. Indeed, in the case of a sudden acceleration or deceleration of the engine 12, it is necessary that the pneumatic solenoid valve can establish in the front chambers 104 and rear 106 the adequate pressures. Depending on the values of the stiffness of the springs 110 and 111 and the rigidity of the movable walls 92, 94, and of the flexible diaphragm 93, the device 14 can react more or less quickly. For greater safety, and in a nonlimiting manner of the invention, it is possible to provide that the control means command the pneumatic solenoid valve to return to the loaded operating mode of the turbine, whether it is a transition from the first operating mode discharged from the turbine to the second, or from the second to the first. Advantageously, the passage through the charged operating mode of the turbine, corresponding to the establishment of atmospheric pressure simultaneously in the two front chambers 104 and rear 106 makes it possible to avoid that at any time there exists an overpressure P on one side of the flexible diaphragm 93, and a depression P dep on the other side, which could damage the flexible diaphragm 93.

Le dispositif 14 permet donc avantageusement de commander le fonctionnement d'un turbocompresseur 16, y compris pour de faibles régimes de rotation du moteur 12.The device 14 therefore advantageously allows control the operation of a turbocharger 16, including included for low engine rotation speeds 12.

Claims (5)

  1. A supercharging installation (10) for an internal combustion engine (12) of an automobile vehicle, comprising a control device (14) for a discharge valve (42) of the flow of exhaust gases supplied to the turbine wheel (18) of a turbocompressor (16) of the engine (12), of the type in which the control device (14) comprises a pressure housing (58) comprising a front portion (72) provided with a front end (78) and a rear portion (76) provided with a rear end (88) in which there are disposed two front (92) and rear (94) transverse moving walls which longitudinally bound, in the housing (58), front and rear pressure chambers (104, 106) which may be subject to different pressures, in particular atmospheric pressure (Pa), an overpressure (Psur) or an underpressure (Pdep) of an intake manifold (24) of the engine (12), of the type in which a front side of the front transverse moving wall (92) comprises a longitudinal control rod (56) which may occupy a retracted position and an extended position in which it causes the opening of the associated discharge valve (42) of the turbine (18) and of the type in which the rear transverse moving wall (94) comprises a front side which cooperates with a second longitudinal rod (112), the two rods being separate and of the type in which the second longitudinal rod (112) may move from a retracted position to a forwardly extended position in contact with the rear side of the front transverse moving wall (92) in order to urge the latter towards its extended position opening the discharge valve (42) of the turbine (18), characterised in that the front pressure chamber (104) of the control device (14) is bounded at the front by the front transverse moving wall (92) and at the rear by a rigid transverse partition (89) which is interposed longitudinally in the housing (58) between the two transverse moving walls (92, 94), in that the rear pressure chamber (106) is bounded at the front by the rigid transverse partition (89) and at the rear by the rear transverse moving wall (94), the rigid partition (89) comprising an orifice (91) through which the second longitudinal rod (112) may slide in a leak-tight manner, a portion of the housing (58) between the front moving wall (92) and its front end (78) and a portion of the housing (58) between the rear moving wall (94) and the rear end (88) being subject to atmospheric pressure.
  2. An installation (10) as claimed in claim 1, characterised in that the second longitudinal rod (112) of the control device (14) is urged towards its extended position when the pressure to which the rear pressure chamber (106) is subject is lower than the pressures to which the other portions of the housing (58) are subject.
  3. An installation (10) as claimed in claim 2, characterised in that in a discharge mode of operation of the turbine (18), the front (104) and rear (106) pressure chambers of the control device (14) are subject respectively to the overpressure (Psur) of the intake manifold (24) and to atmospheric pressure (Pa), the first longitudinal rod (56) being urged towards its extended position by the front transverse moving wall (92).
  4. An installation (10) as claimed in claim 3, characterised in that in a discharge mode of operation of the turbine (18), the front (104) and rear (106) pressure chambers of the control device (14) are subject respectively to atmospheric pressure (Pa) and to the underpressure (Pdep) of the intake manifold (24), the second longitudinal rod (112) being urged towards its extended position by the rear transverse moving wall (94) in order to bear on the front transverse moving wall (92) and to urge the first longitudinal rod (56) towards its extended position.
  5. An installation (10) as claimed in any one of the preceding claims, characterised in that, in a charge mode of operation of the turbine (18), the front (104) and rear (106) pressure chambers of the control device (14a) are subject to atmospheric pressure (Pa), the two rods occupying a retracted position.
EP99936705A 1998-09-01 1999-08-06 Unloading valve control device Expired - Lifetime EP1109995B1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR9810921A FR2782746B1 (en) 1998-09-01 1998-09-01 DEVICE FOR CONTROLLING A DISCHARGE VALVE
FR9810921 1998-09-01
PCT/FR1999/001951 WO2000012883A1 (en) 1998-09-01 1999-08-06 Unloading valve control device

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EP1109995A1 EP1109995A1 (en) 2001-06-27
EP1109995B1 true EP1109995B1 (en) 2003-10-29

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EP (1) EP1109995B1 (en)
DE (1) DE69912460T2 (en)
FR (1) FR2782746B1 (en)
WO (1) WO2000012883A1 (en)

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Publication number Priority date Publication date Assignee Title
DE602007012908D1 (en) * 2007-12-04 2011-04-14 Caterpillar Motoren Gmbh & Co Exhaust overflow valve with boost pressure control
US9316147B2 (en) * 2013-08-29 2016-04-19 Ford Global Technologies, Llc Determination of wastegate valve position

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS58117320A (en) * 1981-12-30 1983-07-12 Aisin Seiki Co Ltd Control system for turbo charger
JPS60184930A (en) * 1984-03-02 1985-09-20 Mitsubishi Motors Corp Engine associated with supercharger
JPS6158923A (en) * 1984-08-30 1986-03-26 Nissan Motor Co Ltd Surge preventer of turbocharger
JPH0454223A (en) * 1990-06-25 1992-02-21 Mitsubishi Motors Corp Actuator for driving waste gate valve
JPH09287463A (en) * 1996-04-25 1997-11-04 Aisin Seiki Co Ltd Supercharging pressure control device for turbocharger
DE19649152C1 (en) * 1996-11-27 1998-07-02 Daimler Benz Ag Device for controlling an exhaust valve in turbo engines

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Publication number Publication date
DE69912460T2 (en) 2004-08-12
WO2000012883A1 (en) 2000-03-09
FR2782746A1 (en) 2000-03-03
FR2782746B1 (en) 2001-03-23
DE69912460D1 (en) 2003-12-04
EP1109995A1 (en) 2001-06-27

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