• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The present invention relates to a turbocharged supercharging device, comprising: a bypass passage (3) formed so as to be directly connected to an exhaust muffler from an exhaust manifold (1) via a turbine (2), and the bypass passage (3). By providing a turbocharger control device comprising a valve means for opening and closing, and a control means for controlling the valve means in response to the input of the vehicle speed sensor and the crank angle sensor, the turbine by separating the high speed operation state and the low speed operation state of the engine according to the vehicle speed By controlling the amount of exhaust gas passing through the engine, it is possible to secure smooth operation of the engine and the turbocharger and improve durability by preventing excessive load of compressed air on the other components of the turbocharger such as the combustion chamber and the intercooler of the engine. have.
    公开号:KR19980046249A
    申请号:KR1019960064542
    申请日:1996-12-11
    公开日:1998-09-15
    发明作者:김재관
    申请人:박병재；현대자동차 주식회사；
    IPC主号:
    专利说明:

    Turbocharger Control
    The present invention relates to a turbocharger of an engine, and more particularly to a turbocharger control device for controlling a turbocharger type turbocharger.
    In general, the supercharger is a device that pumps air to the intake manifold of the engine at a pressure higher than atmospheric pressure, and a turbo charger using the exhaust pressure of the engine and a Roots blower type using the rotational power of the engine. There is a supercharger.
    The turbocharger provides pressurized air to the intake manifold using the pressure of the exhaust gas discharged from the exhaust manifold, and is installed in the exhaust manifold 50 as illustrated in FIG. A turbine (B) to be rotated, a blower (B) formed in the intake manifold (60), which is rotated by the rotational force generated by the turbine (T), and supplies pressurized air to the intake manifold (60); The shaft SH is configured to transmit the rotational force of the turbine T to the blower B.
    In the turbocharger configured as described above, the exhaust gas rotates the turbine T at high speed in the exhaust manifold 50 of the engine, and the rotation of the turbine T rotates the blower B by the shaft SH. Rotation of the blower (B) forcibly sucks air from the air inlet and delivers it to the intake manifold 60. Of course, since the air supplied from the blower B to the intake manifold 60 is accelerated by the blower B, the air is converted into high pressure air using a diffuser to be delivered to the intake manifold 60. do.
    As described above, when a large amount of air is supplied to the intake manifold 60, the combustion chamber of the engine E increases intake efficiency, thereby improving the output of the engine E by a smoother combustion action.
    By the way, the turbocharger as described above is the rotational speed of the turbine (T) and blower (B) depends on the pressure of the exhaust gas, the engine is supercharged by the pressure of the exhaust gas at low and medium speed state In this case, since the exhaust pressure is small, the rotational speed of the turbine T is low, and therefore the rotational speed of the blower B is not low, thereby causing a smooth supercharging action, but rather causing the intake resistance.
    In addition, when the engine is running at low speed and excessive engine speed is generated, that is, when the engine is idle or at the half-clutch driving state, a large amount of exhaust gas causes a high rotation speed of the turbine (T) and the blower (B) to provide excessive compressed air to the combustion chamber. There is a problem that causes excessive explosion of the engine unnecessarily, and acts as an excessive load on the components of the supercharger, such as an intercooler.
    Accordingly, the present invention has been made in order to solve the above problems, and if excessive engine speed is detected during low speed operation, it is determined to bypass the excessive back pressure from the exhaust manifold to the exhaust muffler to prevent the overcharging of the turbocharger. It is an object of the present invention to provide a turbocharger control device which can be prevented.
    1 is a configuration diagram of a typical turbocharger,
    2 is a block diagram of a turbocharger control apparatus according to the present invention.
    Explanation of symbols for main parts of the drawings
    1: exhaust manifold 2: turbine
    3: bypass passage 4: opening and closing plate
    5: electric actuator 6: ECU
    Turbocharger control apparatus according to the present invention for achieving the above object is a bypass passage formed to be directly connected to the exhaust muffler from the exhaust manifold via the turbine, and valve means for opening and closing the bypass passage; Characterized in that the control means for controlling the valve means receives the input of the vehicle speed sensor and the crank angle sensor.
    Hereinafter, exemplary embodiments of the present invention will be described with reference to the accompanying drawings.
    Figure 2 shows a turbocharger control device according to the present invention, the bypass passage (3) formed so as to be connected directly to the exhaust muffler from the exhaust manifold (1) via the turbine (2), and the bypass passage (3) and a valve means for opening and closing, and a control means for receiving the input of the vehicle speed sensor and the crank angle sensor and controlling the valve means.
    Here, the valve means is an opening and closing plate (4) rotatably installed in the bypass passage (3), and the electric actuator (5) for adjusting the rotation angle of the opening and closing plate (4) in response to the electrical signal of the control means The control means is configured to control the electric actuator 5 by using the ECU 6.
    Of course, in addition to the vehicle speed sensor and the crank angle sensor, the ECU 6 receives signals such as AFS (AIR FLOW SENSOR) or TPS (THROTTLE POSITION SENSOR), so that the signals of the other sensors as described above are more stable and accurate. For reference, it may be possible to drive the electric actuator 5.
    Referring to the operation of the present invention configured as described above are as follows.
    If the driver's engine pedal speed is excessively increased in the low speed state of the vehicle, the ECU 6 detects the above state through the vehicle speed sensor and the crank angle sensor, and the engine speed is exceeded. By guessing the back pressure by the exhaust gas to be generated, the electric actuator 5 is driven so that excessive back pressure is not applied to the turbine 2 of the turbocharger.
    That is, when the ECU 6 determines the current speed of the vehicle by the vehicle speed sensor and determines that the current vehicle speed is at a low speed below a certain level, excessive engine idle occurs by calculating the engine speed through the crank angle sensor. Find out if there is.
    As a result of the determination as described above, if the vehicle is running at an excessive engine speed in a low speed state, that is, a half clutch driving state or an engine idling state is determined, a signal is sent to the electric actuator 5 to open / close the board ( 4) is opened so that the exhaust gas is bypassed to the exhaust muffler through the bypass passage 3 without passing through the turbine of the turbocharger.
    Of course, the bypass amount as described above can be adjusted by the opening and closing angle of the opening and closing plate 4, and by reducing the amount of exhaust gas passing through the turbine (2) as described above so that the number of revolutions of the blower is not higher than necessary. This ensures that excessive compressed air is not provided to the engine, thus avoiding unnecessary overloading of other components of the turbocharger, including the intercooler.
    Therefore, by controlling the amount of exhaust gas passing through the turbine by dividing the high speed operation state and the low speed operation state of the engine according to the vehicle speed as described above, the overload caused by excessive compressed air to other components of the turbocharger such as the combustion chamber and the intercooler of the engine It is possible to secure smooth operability and increase durability of the engine and the turbocharger by preventing the occurrence of a jam.
    权利要求:
    Claims (2)
    [1" claim-type="Currently amended] Control means for controlling the valve means by receiving an input from the exhaust manifold to the exhaust muffler without passing through the turbine, the valve means for opening and closing the bypass passage, the vehicle speed sensor and the crank angle sensor input Turbocharger control device characterized in that consisting of.
    [2" claim-type="Currently amended] And the valve means comprises an opening and closing plate rotatably installed in the bypass passage, and an electric actuator configured to adjust an angle of rotation of the opening and closing plate in response to an electrical signal of the control means.
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    同族专利:
    公开号 | 公开日
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    法律状态:
    1996-12-11|Application filed by 박병재, 현대자동차 주식회사
    1996-12-11|Priority to KR1019960064542A
    1998-09-15|Publication of KR19980046249A
    优先权:
    申请号 | 申请日 | 专利标题
    KR1019960064542A|KR19980046249A|1996-12-11|1996-12-11|Turbocharger Control|
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