GB2248270A - Exhaust turbocharged i.c. engine charge pressure control - Google Patents
Exhaust turbocharged i.c. engine charge pressure control Download PDFInfo
- Publication number
- GB2248270A GB2248270A GB9119401A GB9119401A GB2248270A GB 2248270 A GB2248270 A GB 2248270A GB 9119401 A GB9119401 A GB 9119401A GB 9119401 A GB9119401 A GB 9119401A GB 2248270 A GB2248270 A GB 2248270A
- Authority
- GB
- United Kingdom
- Prior art keywords
- pressure
- vacuum
- valve
- throttle butterfly
- operating
- 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.)
- Withdrawn
Links
Classifications
-
- 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
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/12—Control of the pumps
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/12—Control of the pumps
- F02B37/18—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
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Supercharger (AREA)
Abstract
The vacuum actuators 9 and 11 of the turbine by-pass valve 8 and the throttle valve 10 arc supplied from a common vacuum controller 15 fed by a vacuum pump 16. A valve 17 or respective valves (28, 29, Figs. 3 and 4) control the application of the controller vacuum which may be to one or the other actuator with the remaining actuator vented or to both actuators during transition. The controller vacuum is set dependent on engine speed, coolant temperature, charge pressure and fuel injection pump charge quantity. <IMAGE>
Description
---1' e, 1 Device for controlling an internal combustion engine throttle
butterfly and regulating valve 1 G '.- - The invention concerns a device for controlling an exhaust gas turbocharged air-compressing internal combustion engine throttle butterfly and regulating valve operated as a function of a parameter.
From the service handbook "Model Year 1990/91, USA, Models 124.1 and 126. 1 Turbo-diesels, p. 3811, it is known to control the boost pressure of a supercharged internal combustion engine both by means of a first component, designed as a by-pass valve, controlling the exhaust gas flow of the internal combustion engine and by means of a second component, designed as a throttle butterfly, located in the induction pipe downstream of the compressor. The two valve elements are never moved simultaneously but are always moved sequentially. Each valve element is controlled by means of one electro-pneumatic pressure converter which generates a modulated vacuum signal for operating the particular valve element, this signal corresponding to an electrical signal which depends on operating parameters of the internal combustion engine.
The present invention seeks to create a device by means of which the operation of the throttle butterfly and the regulating valve is simplified and which is favourable in terms of costs.
According to the present invention there is provided a device for controlling an exhaust gas turbocharged air-compressing internal combustion engine throttle butterfly and regulating valve operated as a function of a parameter, having a pressure converter converting a signal corresponding to the parameter into a pressure signal for operating the throttle butterfly, wherein at least one switchable valve device relaying the pressure signal of the pressure converter 2 via pressure drives as required to the regulating valve and/or to the throttle butterfly is present.
In the device according to the invention, only one single pressure converter is necessary for the serial control of the individual components. A pressure source, such as a vacuum pump, in which the vacuum generated is modulated as a function of operating parameters by a, for example electro-pneumatically operating, pressure converter, can then be designed to be smaller than a vacuum pump which has to supply two or even several pressure converters with vacuum permanently. The power requirement for the drive of the vacuum pump is therefore reduced or alternatively, for the same vacuum pump design, additional consumption units can also be supplied by it. Because only one pressure converter is necessary and the power requirement of a pressure source for the provision of the pressure to be modulated is therefore also minimal - i.e. a pressure source of relatively small dimensions can be used - the invention is also favourable from considerations of cost.
In a preferred embodiment, a first and a second solenoid valve are subjected to the pressure signal of the pressure converter, it being possible by means of the first solenoid valve to switch the pressure signal through to a vacuum servo-drive for operating the regulating valve and, by means of the second solenoid valve, to switch the pressure signal through to a vacuum servo-drive for operating the throttle butterfly, each of the solenoid valves being controllable via a separate electrical control conductor by an electronic control unit and, one of the two solenoid valves is always in its first switch position and the other is in its second switch position. In this way, it is also possible, for a short period, to subject both components simultaneously to the modulated pressure signal from the pressure converter when switching over from the control of one component to the control of the next component in a transition range. In consequence, both components can be operated simultaneously in this transition range. A relatively smooth transition can 3 therefore be achieved.
Three embodiments of the invention will now be described by way of example with reference to the drawings in which:
Figure 1 shows an illustrative example of the device in accordance with the invention in a diagrammatic representation, Figure 2 shows, in a diagram where p2=f(pV,BV and pV.,TB), the relationship between the pressure p2 in the induction pipe of a supercharged internal combustion engine (boost pressure) and the control vacuum for operating the valve elements for adjusting the boost pressure p2 when the device in Figure 1, according to the invention, is used, Figure 3 shows a further illustrative example of the device according to the invention in a diagrammatic representation, Figure 4 shows a further illustrative example of the device according to the invention in a diagrammatic representation and Figure 5 shows, in a diagram of p2=f(pV,BV and pV,TB), the relationship between the pressure p2 in the induction pipe of a supercharged internal combustion engine (boost pressure) and the control vacuum for operating the valve elements for adjusting the boost pressure p2 when the device in Figure 4, according to the invention, is used.
In Figure 1, an air-compressing internal combustion engine supercharged by means of an exhaust gas turbocharger 2 is indicated by 1. The compressor 3 of the exhaust gas turbocharger 2 is located in the induction pipe 4 of the internal combustion engine 1 and the turbine 5 is located in its exhaust gas pipe 6. A by-pass 7 branches off from the exhaust gas pipe 6 upstream of the turbine 5 and re-enters the exhaust gas pipe 6 downstream of the turbine 5.
A regulating valve 8 designed as a by-pass valve is located in this bypass 7, the regulating valve 8 being steplessly movable by means of a first vacuum servo-drive 9 between a position which closes the by-pass 7 and a position which frees the maximum cross-section of the by-pass 7.
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In the second switch position 19, on the other hand, the vacuum servodrive 9 of the by-pass valve 8 is ventilated and the modulated vacuum is transmitted directly to the vacuum servo-drive 11 for the throttle butterfly 10. In this second switch position 19, therefore, the by-pass valve 8 is completely open and the throttle butterfly 10 is in a position which corresponds to the switched-through modulated vacuum, i.e. to the boost pressure required value p2, required. The solenoid valve 17 is controlled via the control conductor 20 from the electronic control unit 12 and, in fact, as a function of the pressure p2 currently present in the induction pipe 4 downstream of the throttle butterfly 10.
If the internal combustion engine 1 is now operated at zero load (idle), for example, the solenoid valve 17 is in its second switch position 19, i. e. the vacuum servo-drive 9 for the by-pass valve 8 is ventilated, the bypass valve 8 being therefore completely open, and the vacuum servo-drive 11 for the throttle butterfly 10 is directly connected to the modulated vacuum. The vacuum in this load range is then modulated in such a way that the throttle butterfly 10 is in its closed position. (The closed position in the case of the throttle butterfly 10 does, of course, mean that there is still a minimum cross-section of the boost air line 4 which is free because otherwise no air at all could be induced and this would cause the internal combustion engine 1 to stop.) Throttling the induction airflow in air-compressing fuel-injection internal combustion engines has the advantage that the combustion space is cooled less because the air mass flow reaching the combustion space is reduced so that combustion of the fuel to a higher temperature is ensured and 6 with it a reduction of the pollutant emission.
Because the by-pass valve 8 is completely open in this load range, it is impossible for any back pressure which could appreciably drive the exhaust gas turbocharger 2 to build up in front of the turbine 5. The possibility of the compressor 3 consequently pumping against a closed throttle butterfly 10 is also excluded.
If a positive change of load now occurs, i.e. if full load is specified for example, the throttle butterfly 10 is driven in the direction of the open position, as shown in diagram 21 of Figure 2, corresponding to the boost pressure required value, p2, required, determined from the characteristic.
The pressure p2 in the induction pipe 4 downstream of the throttle butterfly 10 is plotted on the abscissa 22 in diagram 21 of Figure 2 and the control vacuum pV,BV for the by-pass valve 8 and the control vacuum pV,TB for the throttle butterfly 10 are plotted on the ordinate 23. In diagram 21, the control vacuum curve 24 for the by-pass valve 8 is shown as a full line and the control vacuum curve 25 for the throttle butterfly 10 is shown as an interrupted line. When the throttle butterfly 10 is still closed, there is still a strong vacuum in the induction pipe 4, i.e. there is a low absolute pressure p2.
Since an uninterrupted build-up of boost pressure (avoidance of the socalled "turbo flat spot") is desirable after a positive change of load but not an abrupt build-up of boost pressure (driving comfort), the throttle butterfly 10 is first moved in the direction of the open position in accordance with the curve 25 (arrow 26). As a result, the pressure p2 in the induction pipe 4 increases. The vacuum servo-drive 9 of the by-pass valve 8 is continuously ventilated during this period, i.e. the by-pass valve 8 is continuously open. If the throttle butterfly 10 finally reaches its position of maximum opening (limiting pressure p2,1), a control pulse is emitted from the electronic control unit 12 to the solenoid valve 17 so that the latter switches to its first switch position 18. From this point onwards, the 7 vacuum servo-drive 11 for the throttle butterfly 10 is ventilated and the vacuum servo-drive 9 for the by-pass valve 8 is connected to the output of the electro-pneumatic pressure converter 15.
Since a higher boost pressure p2 is desired when full load is specified (corresponding to the specified boost pressure required value p2, required), the control vacuum is again modulated in the opposite direction to that previously used in controlling the throttle butterfly 20, i.e. it is again steadily increased. Because the vacuum servo-drive 9 for the by-pass valve 8 is now subjected to the control vacuum, the by- pass valve 8 is moved continuously in the direction of the closed position (arrow 27). In consequence, the proportion of the exhaust gas which flows through the turbine continuously increases until, in fact, the specified required value p2,required for the boost pressure p2 is reached. Because the vacuum servo-drive 11 for the throttle butterfly 10 is ventilated. during this period, the throttle butterfly.10 is also constantly open in accordance with the interrupted line curve 25.
Generally speaking, therefore, it may be stated that in the case where a boost pressure required value p2, required specified by the electronic control unit 12 as a function of the input parameters is smaller than the limiting pressure p2,1, the by-pass valve 8 is always open and the boost pressure adjustment or regulation to the required value p2, required takes place exclusively by means of the throttle butterfly 10. If, on the other hand, a boost pressure required value, p2, required, is specified which is greater than the limiting pressure p2,1, the throttle butterfly 10 is opened and the boost pressure adjustment or regulation to the required value, p2,required, takes place exclusively by means of the by- pass valve 8.
A further illustrative example of the device according to the invention is shown in Figure 3 in which the components identical to those of the device of Figure 1 are designated by the same reference signs. In contrast to the embodiment of 8 Figure 1, each vacuum servo-drive 9 or 11 is here controlled by means of a separate 3/2-way solenoid valve 28 or 29 respectively, the two solenoid valves 28 and 29 being of the same construction. If the boost pressure required value p2, required specified by the electronic control unit 12 is greater than the limiting pressure p2,1 (see Figure 2), the solenoid valve 28 is located in the first switch position 30 shown in the drawing, i.e. the vacuum servo-drive 9 is subjected to the modulated vacuum. The solenoid valve 29, on the other hand, is - as may be seen in Figure 3 - in the second switch position 32 so that the connection to the modulated vacuum is closed and the vacuum servo-drive 11 is ventilated (Atm). In this range, therefore, the boost pressure regulation takes place exclusively by means of the by-pass valve 8 with the throttle butterfly 10 completely open. When the boost pressure drops below the limiting value p2,1, the two solenoid valves 28 and 29 are switched over simultaneously by the electronic control unit 12 via the control conductor 34, i.e. the valve 28 switches to its second switch position 31 and the valve 29 switches to its first switch position 33. In consequence, the vacuum servo-drive 11 for the throttle butterfly 10 is subjected to the modulated vacuum and the vacuum servo-drive 9 for the by-pass valve 8 is ventilated. The line 38 which subjects the valve 28 to the modulated vacuum is, of course, closed in this switch position 31. In consequence, the pressure regulation in the induction pipe 4 downstream of the throttle butterfly 10 takes place exclusively by means of the throttle butterfly 10 itself. The by-pass valve 8 is completely open.
This device therefore also ensures that when the boost pressure becomes less than or greater than the limiting pressure p2,1, boost pressure regulation by means of one valve element (throttle butterfly 10 or bypass valve 8) is immediately switched over to boost pressure regulation by means of the other valve element (by-pass valve 8 or throttle butterfly 10, respectively). Simultaneous operation of throttle butterfly 10 and by-pass valve 8 is therefore 9 excluded in the two embodiments of Figures 1 and 2.
In the design shown in Figure 4, on the other hand, it is possible to control both valve elements 10 and 8 at the same time in the transition range of p2,1 (see diagram in Figure 5). This is achieved by controlling the two solenoid valves 28 and 29 not, as in Figure 3, by means of only one common control conductor but by means of two mutually independent control conductors 36 and 37. It is therefore possible for both the vacuum servo-drive 11 for the throttle butterfly 10 and the vacuum servo- drive 9 for the by-pass valve 8 to be subjected to the modulated vacuum at the same time. This makes it possible to achieve a smoother transition 38 (see diagram 39 in Figure 5).
The determination of the boost pressure required value p2, required can, in a further embodiment of the invention, be also determined as a function of other parameters, such as the induction air temperature, the altitude in which the vehicle is moving, etc.
Instead of an electro-pneumatic pressure converter, it is similarly conceivable that use should be made of a purely pneumatically acting pressure converter to which is supplied a pressure signal corresponding to the boost pressure required value instead of an electrical signal corresponding to this required value.
f
Claims (7)
1. A device for controlling an exhaust gas turbocharged air-compressing internal combustion engine throttle butterfly and regulating valve operated as a function of a parameter, having a pressure converter converting a signal corresponding to the parameter into a pressure signal for operating the throttle butterfly, wherein at least one switchable valve device relaying the pressure signal of the pressure converter via pressure drives as required to the regulating valve and/or to the throttle butterfly is present.
2. A device according to Claim 1, wherein first the regulating valve is provided in the exhaust gas flow of the exhaust gas turbocharged internal combustion engine and the throttle butterfly is provided in the induction pipe downstream of the compressor.
3. A device according to Claim 1, wherein the pressure converter is a pressure converter electro-pneumatically controllable by an electronic control unit which modulates the vacuum generated by a vacuum source as a function of operating parameters of the internal combustion engine.
4. A device according to claim 1, wherein the switchable valve device is a solenoid valve which is controllable by an electronic control unit and, in a first switch position, switches the pressure signal of the pressure converter through to a vacuum servo-drive for operating the regulating valve and, in its second switch position, switches the pressure signal through to a vacuum servo-drive for operating the throttle butterfly.
5. A device according to Claim 1, wherein a first and a second solenoid valve are subjected to the pressure signal of the pressure converter, it being possible by means of the first solenoid valve to switch the pressure signal through to 11 a vacuum servo-drive for operating the regulating valve and, by means of the second solenoid valve, to switch the pressure signal through to a vacuum servo-drive for operating the throttle butterfly, both solenoid valves being controllable, via an electrical control conductor, by an electronic control unit and one of the two solenoid valves is always in its first switch position and the other is in its second switch position.
6. A device according to Claim 1, wherein a first and a second solenoid valve are subjected to the pressure signal of the pressure converter, it being possible by means of the first solenoid valve to switch the pressure signal through to a vacuum servo-drive for operating the regulating valve and, by means of the second solenoid valve, to switch the pressure signal through to a vacuum servo-drive for operating the throttle butterfly, each of the solenoid valves being controllable via a separate electrical control conductor by an electronic control unit and, one of the two solenoid valves is always in its first switch position and the othir is in its second switch position.
7. A device for controlling an exhaust gas turbocharged air-compressing internal combustion engine throttle butterfly and regulating valve operated as a function of a parameter, substantially as described herein, with reference to, and as illustrated in, the accompanying drawings.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE4030872A DE4030872C1 (en) | 1990-09-29 | 1990-09-29 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB9119401D0 GB9119401D0 (en) | 1991-10-23 |
| GB2248270A true GB2248270A (en) | 1992-04-01 |
Family
ID=6415258
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB9119401A Withdrawn GB2248270A (en) | 1990-09-29 | 1991-09-11 | Exhaust turbocharged i.c. engine charge pressure control |
Country Status (4)
| Country | Link |
|---|---|
| DE (1) | DE4030872C1 (en) |
| FR (1) | FR2667356A1 (en) |
| GB (1) | GB2248270A (en) |
| IT (1) | IT1250105B (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103967592A (en) * | 2013-08-23 | 2014-08-06 | 江苏大学 | Engine turbocharger |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP5472537B2 (en) | 2011-06-08 | 2014-04-16 | トヨタ自動車株式会社 | Control device for an internal combustion engine with a supercharger |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2066359A (en) * | 1979-12-28 | 1981-07-08 | Ford Motor Co | Ic engine exhaust gas recirculation and carburettor throttle valve control |
| GB2105878A (en) * | 1981-09-09 | 1983-03-30 | Porsche Ag | Load regulation of an internal combustion engine supercharged with an exhaust gas turbocharger |
| GB2165584A (en) * | 1984-08-14 | 1986-04-16 | Bosch Gmbh Robert | Control of i.c. engine exhaust recirculation and air intake |
| GB2215778A (en) * | 1986-02-14 | 1989-09-27 | Daimler Benz Ag | Regulation of an air compressing i.c. engine charge intake temperature |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS594535B2 (en) * | 1981-09-07 | 1984-01-30 | マツダ株式会社 | supercharged engine |
| JPS58154830U (en) * | 1982-04-09 | 1983-10-17 | マツダ株式会社 | Exhaust recirculation device for supercharged engines |
| AT400473B (en) * | 1989-08-03 | 1996-01-25 | Avl Verbrennungskraft Messtech | INTERNAL COMBUSTION ENGINE WITH EXHAUST TURBOCHARGER |
| DE3939754A1 (en) * | 1989-12-01 | 1991-06-06 | Daimler Benz Ag | Inlet manifold pressure control for turbocharged engine - has processor controlled inlet valve and controlled by=pass for turbine |
-
1990
- 1990-09-29 DE DE4030872A patent/DE4030872C1/de not_active Expired - Lifetime
-
1991
- 1991-09-11 GB GB9119401A patent/GB2248270A/en not_active Withdrawn
- 1991-09-20 IT ITRM910708A patent/IT1250105B/en active IP Right Grant
- 1991-09-27 FR FR9111915A patent/FR2667356A1/en active Pending
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2066359A (en) * | 1979-12-28 | 1981-07-08 | Ford Motor Co | Ic engine exhaust gas recirculation and carburettor throttle valve control |
| GB2105878A (en) * | 1981-09-09 | 1983-03-30 | Porsche Ag | Load regulation of an internal combustion engine supercharged with an exhaust gas turbocharger |
| GB2165584A (en) * | 1984-08-14 | 1986-04-16 | Bosch Gmbh Robert | Control of i.c. engine exhaust recirculation and air intake |
| GB2215778A (en) * | 1986-02-14 | 1989-09-27 | Daimler Benz Ag | Regulation of an air compressing i.c. engine charge intake temperature |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103967592A (en) * | 2013-08-23 | 2014-08-06 | 江苏大学 | Engine turbocharger |
Also Published As
| Publication number | Publication date |
|---|---|
| ITRM910708A1 (en) | 1993-03-20 |
| DE4030872C1 (en) | 1992-04-09 |
| ITRM910708A0 (en) | 1991-09-20 |
| FR2667356A1 (en) | 1992-04-03 |
| IT1250105B (en) | 1995-03-30 |
| GB9119401D0 (en) | 1991-10-23 |
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