• 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:
    An arrangement for engine (1) comprises a turbocharger (10) with variable geometry, an EGR valve device (20), a hydraulic servo drive device (30) which drives the variable geometry turbocharger (10), a hydraulic servo drive device (40) which drives the EGR valve device (20), an electronic proportional control valve (EPC valve) (51) supplying pressure oil to the hydraulic servo drive device (30), and an electronic proportional control valve (EPC valve) (52) supplying control pressure oil to the hydraulic servo drive device (40), the EPC valves (51, 52) are attached to the EGR valve assembly (20).
    公开号:SE535921C2
    申请号:SE1150990
    申请日:2010-03-23
    公开日:2013-02-19
    发明作者:Takehide Kitagawa；Yasukuni Kawashima；Shuuji Hori；Daisuke Kozuka
    申请人:Komatsu Mfg Co Ltd；
    IPC主号:
    专利说明:

    With this arrangement, in case the variable geometry turbocharger is used, the momentum of the hydraulic piston and the resulting degree of opening of the nozzle determined by the degree of opening adjustment mechanism become controllable. If the EGR device is used, the degree of opening of a poppet valve, in an area through which exhaust gas passes, becomes controllable.
    When an engine is equipped with not only a variable geometry turbocharger as described in WO 08/053771 A1, but also an EGR valve device as described in WO 05/095834 A1, the pressure oil from the main pump is typically temporarily controlled into a hydraulic pipe block and divided there up to pressure oil for the turbocharger with variable geometry and pressure oil for the EGR valve.
    Since the temperature of the variable geometry turbocharger can become very high, a hydraulic actuator for the variable geometry turbocharger is attached to the variable geometry turbocharger. The EPC valve, which is easily affected by heat, on the other hand, is not attached to the variable geometry turbocharger or the hydraulic actuator but to the hydraulic pipe block, which is located at a position free from the thermal action of the variable geometry turbocharger. Since exhaust gas passes through the EGR valve device after being cooled by an EGR cooler, the temperature of a solenoid actuator for the EGR valve does not become so high. The solenoid actuator is thus installed as part of the EGR valve assembly.
    Summary of the Invention In the above arrangement, the variable geometry turbocharger and the EGR valve are located at an upper portion of the engine. The hydraulic pipe block, which is made of metal and weighs a lot, is similarly inevitably located at a relatively upper part of the engine and is fixedly mounted to a cylinder head or the like. As a result, the centroid position of the engine becomes high, so that when the engine undergoes a high vibration or rolling together with the vehicle body, it takes a while before the vibration or rolling calms down, which makes the engine unstable. Furthermore, since a pipe from the main pump, a pipe for the variable geometry turbocharger, a pipe for the EGR valve, a drain pipe, and the like are connected to the hydraulic pipe block, it is difficult to connect mounting pipes, screw connections and the like and the risk because the pipes are incorrectly connected is large, which lowers the unit efficiency.
    An object of the invention is to provide an engine which has a reduced weight of a cylinder main component and its surroundings to improve the stability and which is mounted with an excellent efficiency.
    Means for solving the problems According to one aspect of the invention, an arrangement for the engine comprises a variable geometry turbocharger, an EGR valve device, first and second hydraulic actuators operating the variable geometry turbocharger and the EGR valve device by means of pump pressure cylinder, and first and second control valves. generating control pressure for said first and second hydraulic actuators, respectively, in which the first and second control valves are attached to the EGR valve device, and the EGR valve device, to which the first and second control valves are attached, are located at a position different from a exhaust pipe side of the engine.
    Attaching said first and second control valves to the device includes not only directly attaching said first and second control valves to the device but also indirectly attaching said first and second control valves to the device via the hydraulic actuator. In the engine arrangement, it is preferred that the first and second control valves (51, 52) be attached to the EGR valve assembly (20), and the EGR valve includes an internal passage for pump pressure oil through which pump pressure oil is supplied to the second hydraulic actuator, an internal branched passage for pump pressure oil branched from the inner passage for pump pressure oil to supply pump pressure oil to the first hydraulic actuator. and a pair of internal manifolds for generating control pressures branched from the internal passage for pump pressure oil to supply pump pressure oil to said first and second control valves. 535 921 4 In the arrangement of the engine, it is advantageous that the first hydraulic actuator is provided with a drain port for the pump pressure oil, and the drain port is in communication with the turbocharger with variable geometry. In the arrangement of the engine, it is advantageous that engine lubricating oil is used as pump pressure oil supplied to said first and second actuators.
    The arrangement for the engine further comprises an engine lubrication path lubricating the engine, a pressure oil supply path branched from the engine lubrication path to supply engine lubricating oil to said first and second actuators, a hydraulic pump arranged in the engine lubrication path to cause the engine lubricant oil to flow through an engine lubrication path. Charge pump arranged in the pressure oil supply path to load a pressure of the engine lubricating oil from the hydraulic pump before the engine lubricating oil fl flows through the pressure oil supply path.
    With the above arrangement, since both the first control valve for the first hydraulic actuator and the second control valve for the second hydraulic actuator are attached to the same device (EGR valve device), it is possible to directly to pump pressure oil to the device attached with these valves, to directly distributing a pressure source to generate control pressure to said first and second valves through the device, and to supply the pump pressure oil to said first and second actuators through the device. Thus, a conventional hydraulic pipe block for distributing pump pressure is not necessary. Since the number of heavy components of the motor can be reduced, vibration or rolling can be easily reduced to achieve improved stability. In addition, since a conventional hydraulic pipe block is not necessary, fastening work for fastening screw connections and pipes to it is not necessary either.
    Mounting efficiency can thus be improved.
    As described above, when the device attached to said first and second control valves is located at a position different from the exhaust pipe side of the engine and is not likely to heat up to a high temperature, it is unlikely that the device in a simple manner is affected by the heat from the engine and thus the reliability can be significantly improved.
    Generally, the variable geometry turbocharger and EGR valve are intended to be attached to a high portion when the cylinder head of the engine. In view of this, the hydraulic pipe block, which is used along the variable geometry turbocharger and the EGR valve, can also be removed from the high portion and thus reliably lower the center of the entire engine. Thus, the stability can be further improved.
    Since different inner passages and inner branched passages are arranged in the EGR valve, an outer tube and the like is unnecessary to further improve mounting efficiency.
    The drain port of the first hydraulic actuator arranged for the variable geometry turbocharger is in communication with the variable geometry turbocharger so that pressure oil can be drained through the variable geometry turbocharger. Since drain pipes that are originally arranged for the turbocharger with variable geometry can be used, it is not necessary to attach a long pipe. In particular, when the first hydraulic actuator is properly attached to the variable geometry turbocharger, the first actuator and the variable geometry turbocharger may be in communication with each other without a drain tube, resulting in a reduction in the number of tubes.
    When the engine lubricating oil is used as the pressure oil supplied to each of said first and second actuators, no completely independent pressure oil supply path is required as long as the engine lubricating path is provided, so that the engine can become compact. Furthermore, since it is unnecessary to prepare the pressure oil and the lubricating oil separately, the engine is excellent in terms of maintenance efficiency. Although the hydraulic pump arranged in the engine lubrication path cannot prevent a deficit of the hydraulic pressure, the charge pump arranged in the pressure oil supply path acts to reliably ensure the hydraulic pressure. By using the charge pump in combination with the hydraulic pump arranged to lubricate the engine, no dedicated high capacity pump is needed to enable the pressure oil to genom through the pressure oil supply path, which also contributes to a reduction in the size of the engine.
    Brief Description of the Drawings Fig. 1 shows an engine lubrication path applied to an engine according to an exemplary embodiment of the invention.
    F ig. 2 is a perspective view showing a schematic structure of a pressure oil supply path provided to the engine.
    Fig. 3A is a left side view showing a device used in the pressure oil supply path.
    Fig. 38 is a front view showing a device used in the pressure oil supply path.
    Fig. 3C is a right side view showing a device used in the pressure oil supply path.
    Fig. 4 is a hydraulic circuit diagram of a device connected to the pressure oil supply path.
    Description of the Exemplary Embodiment First of all, with reference to Fig. 1, an engine lubrication path 70 used in an engine 1 will be described according to an exemplary embodiment of the present invention. Referring to Fig. 1, in the lubrication path 70, lubricating oil in an oil boiler 80 of the engine 1 is pumped up by means of a hydraulic pump 81 as a main pump and supplied to a column passage 84 via an oil cooler 82 and an oil filter 83. The lubricating oil from the column passage 84 mainly lubricates a crankshaft 85 and a camshaft 86.
    The lubrication path 70 includes the following paths which are branchers from the main column passage 84. A path 71 on the injection side for lubricating a cam drive device 72 or the like in a fuel injector such as a fuel supply pump, a path 72 on the transfer mechanism side for lubricating a power transmission mechanism 88; 73 on the pendulum arm side to lubricate a pendulum arm 89, a path 74 on the turbocharger side to lubricate a bearing carrying a turbo shaft of the variable geometry turbo | adder 10, and a drain path 75 for returning the lubricating oil from the turbo | adder In this exemplary embodiment, in addition to the lubricating path 70, there is a pressure oil supply path 90 through which a portion of the lubricating oil is supplied as a driving pressure oil to a hydraulic servo drive device (first hydraulic actuator second) and a hydraulic actuator. hydraulic actuator) 40 arranged. A drain passage 76 for supplying a drain pressure oil from the hydraulic servo drive device into the variable geometry turbocharger 10 is also provided.
    The run-off passage 71 runs into the run-off path 75.
    In other words, in this exemplary embodiment, a portion of the engine lubricating oil is used as the pressure oil to drive the hydraulic servo drives 30 and 40, and the pressure oil supply path 90 branched off before the main column passage 84 is used as a path to supply the pressure oil. A charge pump 91 is provided near a starting end of the pressure oil supply path 90. The pressure oil whose pressure is raised is supplied to a pump port 42 of the hydraulic servo drive device 40 installed inside the EGR valve device 20 through a drive pressure path 92.
    The driving pressure path 92 is branched through the inside of the EGR valve device 20 into a driving pressure path 93 and a control pressure path 94.
    Guide pressure oil is supplied to a guide port 32 of the hydraulic drive device 30 through the guide pressure path 94.
    The control pressure in the control pressure path 94 is generated by means of an EPC valve 51 (first control valve) attached to an outer surface of the EGR valve device 20. When a predetermined electric current is supplied to the EPC valve 51, control pressure is generated corresponding to the electric current and a control coil 63 (Fig. 4) of the hydraulic servo drive 30 is moved to a position corresponding to the control pressure. In this way, the nozzle of the variable geometry turbocharger 10 is driven by the hydraulic servo drive device 30 to adjust the degree of opening of the nozzle.
    In contrast, the control pressure is generated in the hydraulic drive device 40 installed inside the EGR valve 20 by means of another EPC valve 52 (second control valve) arranged to the EGR valve 20. In other words, the two EPC valves 51 and 52 are arranged side by side to the EGR valve device 20. With control pressure from the EPC valve 52, a control coil 40 (Fig. 4) of the hydraulic servo drive device 40 can similarly be moved to a position corresponding to the control pressure. In this way, a poppet valve 21 (Fig. 4) of the EGR valve device 20 is driven by the hydraulic servo drive device 40 to adjust the degree of opening of the valve.
    A cooling water path (not shown) is also connected to the variable geometry turbocharger 10 so that the variable geometry turbocharger 10 is cooled by water passing through the cooling water path. Furthermore, although Fig. 1 shows that one end of the drain pipe 75 on the return side appears to be connected to the oil boiler 80, the end is connected to an engine body so that the oil is returned to the oil boiler 80 through the engine body.
    A detailed description will be given regarding the engine 1 and the pressure oil supply path 90 with reference to Fig. 2 and Figs. 3A, SB and 3C.
    Referring to Fig. 2, at an exhaust side of the engine 1 (i.e., a side at which the exhaust pipe and the like, not shown) is located), the variable geometry turbocharger is arranged at an upper position with a cylinder head 2. The variable turbocharger 10 geometry includes an exhaust turbine 11, a compressor 12 driven by the exhaust turbine 11, and an opening degree adjusting mechanism that adjusts the opening degree of the exhaust turbine 11. Since such a specific configuration is known, a more detailed description is omitted herein. The variable geometry turbocharger 10 is attached to the hydraulic servo drive device 30 to drive the aperture adjusting mechanism installed in the variable geometry turbocharger 10. An EGR cooler 3 is also located at the exhaust side of the engine 1.
    The EGR cooler 3 is a heat exchanger that cools exhaust gas for EGR, and is attached upstream of an EGR pipe 4, ie. near the exhaust pipe. Cooling water for the engine 1 is used as cooling water in the EGR cooler 3.
    At an inlet side of the engine 1 (i.e. a side at which an inlet pipe and the like, not shown, is located) is similarly the EGR valve device arranged at an upper position of the cylinder head 2. The EGR valve device 20 is attached downstream EGR cooler 3, ie. near the inlet pipe. The EGR valve device 20 includes an exhaust introduction port 24, an exhaust outlet 25 (Fig. 3B) and the poppet valve 21 which opens and closes the exhaust introduction port 24.
    As also shown in Fig. 3C, the EPC valves 51 and 52 are arranged side by side on a side surface of the EGR valve device 20, the EPC valve 51 generates control pressure to a hydraulic servo drive device 30 for the variable geometry turbocharger. and the EPC valve 52 generates control pressure for the hydraulic servo drive device 40 installed inside the EGR valve device.
    Since it is desirable that the EPC valves 51 and 52 not be thermally actuated, the EPC valves 51 and 52 are provided to the EGR valve device, which is located at the inlet side, in this exemplary embodiment.
    However, the EPC valves 51 and 52 are attachable to a device which is not located at the inlet pipe side as long as the device is located at a position which is different from the exhaust pipe side, i.e. at a position with less thermal influence (for example when a front or rear end along the direction of the cylinder row of the engine 1).
    At the inlet side of the engine 1 shown in Fig. 2, the charge pump 91 of the pressure oil supply path 90 (also described with reference to Fig. 1) is arranged to a lower portion of a cylinder block 5. The charge pump 91 and the pump port 42 (see also Fig. 3B) of The EGR valve 20 (the hydraulic servo drive device 40) is interconnected via a pipe for the drive pressure path 92 through which main pump pressure oil is supplied.
    The EGR valve device 20 is also provided with a drain port 43 (see also Fig. 3C) from which pressure oil used in the hydraulic drive device 40 drains. The drain port 43 and the lower portion of the cylinder block 5 are mutually connected via a pipe for a drain path 95.
    The run-off pressure oil which is returned to the cylinder block 5 through the run-off path 95 is optionally returned to the oil boiler 80 (Fig. 1).
    As shown in Figs. 3A and 3B, the EGR valve assembly 20 is also provided with an outlet port 22 which is branched therein from a passage of the pump port 42. The discharge port 22 and the pump port 31 of the 535,921 hydraulic servo drive device 30 for the variable geometry turbocharger 10 are interconnected via a pipe for the drive pressure path 93. The EGR valve device 20 is also provided with an outlet port 23 for the control pressure oil from the EPC valve 51, the outlet port 23 being connected to the control port 32 of the hydraulic servo drive device 30 via a pipe for the control pressure path 94.
    Fig. 4 shows a further detailed hydraulic circuit diagram to illustrate the EGR valve device 20 connected to the pressure oil supply path 90 and the hydraulic servo drive devices 30 and 40. Referring to Fig. 4, the EGR valve device 20 and the hydraulic servo drive devices 30 and 40 are also described in detail and the respective maneuvers thereof are also described.
    Referring to Fig. 4, pressure oil is supplied from the charge pump 91 to the pump port 42 of the EGR valve device 20 through the drive pressure path 92. In the EGR valve device 20, the pump port 42 is in communication with a pressure oil inlet port 42 of a piston 45 via a first inner passage (an inner passage). for pump pressure oil) 101, the piston 45 constituting the hydraulic servo drive device 40. The first internal passage 101 is provided with a filter 101A. A drain port 47 of the piston 45 is in communication with the drain port 43 via a second inner passage 102. A pressure oil outlet port 48 of the piston 45 is in communication with a cylinder pressure oil chamber 61 in the hydraulic servo drive device 40 via a third inner passage 103.
    The control coil 49 inside the piston 45 is driven with the control pressure oil from the EPC valve 52. The control coil 49 is provided with a position sensor 49B. Based on a position detection signal fed back from the position sensor 49B to a control device (not shown), the position of the control coil 49 is servo controlled. In the hydraulic servo drive device 40, when the control coil 49 is moved to the left in the med clock with a control pressure greater than the kra force of a spring 49A, the first inner passage 101 and the third inner passage 103 are communicated with each other via the ports 46 and 48 while moving the guide coil 49 to supply the cylinder pressure oil chamber 61 with main pump pressure oil. When pressure oil is supplied to the cylinder pressure oil chamber 61, a hydraulic piston 62 is moved so that the poppet valve 21, which is connected to the hydraulic piston 62, is driven to open. The hydraulic piston 62 is configured to follow the control coil 49 and the ports 46, 47 and 48 provided to the hydraulic piston 62 move simultaneously. The control coil 49 stops at a position where the control pressure applied to the control coil 49 and the spring force of the spring 49A are balanced with each other. When the hydraulic piston 62 reaches this stop position, the control coil settles at a central position to block the main pump pressure oil so that the hydraulic piston 62 is held to maintain the degree of opening of the poppet valve 21. Under these conditions, a desired amount of exhaust gas passes through the poppet valve 21.
    When the control coil 49 is provided with a control pressure oil less than the capillary force of the spring 49A, the control coil 49 is returned to the right in the figure with the spring force.
    Thus, while the first inner passage 101 is blocked, the second inner passage 102 and the third inner passage 103 are brought into communication with each other via the ports 47 and 48 so that the pressure oil in the cylinder pressure oil chamber 61 drains off. With the kra force of another spring 62A, the hydraulic piston 62 is returned together with the control coil 49.
    The stop position of the control coil 49 is a position where the control pressure applied to the control coil 49 is balanced with the spring force of the spring 49A.
    The stop position corresponds to the center position of the control coil 49, at which the supply of pressure oil is blocked and the degree of opening of the disc valve 21 is maintained at a corresponding control pressure, so that a desired amount of exhaust gas passes through the disc valve 21.
    A fourth inner passage (an inner branched passage for generating steering pressure) 104 is branched from the first inner passage 101. The fourth inner passage 104 is in communication with a fifth inner passage 105 of the EPC valve 52 which supplies guide pressure oil to the hydraulic drive device 40. .
    The fifth inner passage 105 is provided with a filter 105A. One end of the fifth inner passage 105 is in communication with a pressure oil inlet port 54 of a decompression valve 53 constituting the EPC valve 52. A sixth inner passage 106 is in communication with a control pressure outlet port 55 provided to the decompression valve 53. The sixth inner passage 106 is provided with a filter 106A.
    The sixth inner passage 106 is also in contact with a seventh inner passage 107 of the EGR valve device 20. The seventh inner passage 107 is also in communication with a pressure oil chamber in the piston 45 so that the guide coil 49 is moved by supplying pressure oil to the pressure oil chamber.
    As described above, in the EPC valve 52, pump pressure oil is decompressed as a source oil to produce control pressure oil.
    A drain outlet port 56 provided to the decompression valve 53 is in communication with an eighth inner passage 108. The eighth inner passage 108 is also in communication with a ninth inner passage 109 of the EGR valve device 20, the ninth inner passage 109 having one end connected to the second internal passage 102 for drainage. Thus, after being returned to the decompression valve 53, when the control coil 49 is moved to the return side, control pressure oil is returned from the drain port 43 of the EGR valve device 20 to the oil boiler 80 through the drain path 95.
    In the EGR valve device 20, a tenth inner passage (an inner branched passage for pump pressure oil) 110 is branched from the first inner passage 101. One end of the tenth inner passage 110 is in communication with the outlet port 22 from which the pump pressure oil is discharged.
    Specifically, the main pump pressure oil passes through the first non-passage 101 and the tenth inner passage, and is discharged from the outlet port 22 to be supplied to the hydraulic servo drive device 30 of the variable geometry turbocharger 10 through the drive pressure path 93.
    Similarly, in the EGR valve assembly 20, an eleventh inner passage (an inner branched passage to generate control pressure) 111 is branched from the tenth inner passage. The eleventh inner passage 111 is in communication with a twelfth inner passage in the EGR valve 51 which supplies control pressure to the hydraulic servo drive device 30. The twelfth inner passage 112 is in communication with a pressure oil inlet port 58 of a decompression valve 57 which performs the EPC valve 51. A thirteenth inner passage 113 is in communication with a control pressure outlet port 59 provided to the decompression valve 57. The thirteenth inner passage 113 is provided with a filter 113A.
    The thirteenth inner passage 113 is in communication with a fourteenth inner passage 114 of the EGR valve device 20. The fourteenth inner passage 114 is also in communication with the outlet port 23 from which the control pressure is discharged. The control pressure oil made by decompression of the pump pressure oil through the EPC valve 51 passes through the fourteenth internal passage 114 of the EGR valve device 20 and is discharged from the outlet port 23 to be supplied to the hydraulic servo drive 30 of the variable geometry turbocharger 10 through the control pressure path 94.
    A drain port 60 provided to the decompression valve 57 is in communication with a fifteenth inner passage 115 which is in communication with a sixteenth inner passage 116 of the EGR valve device 20. The sixteenth inner passage is in communication with the ninth inner passage 109, so that, after having been returned to the decompression valve 57 when the control coil 63 of the hydraulic servo drive device 30 is moved to the return side, the control pressure oil is returned in the same way from the drain port 43 of the EGR valve device 20 to the oil boiler 80 through the runway 95.
    A hydraulic circuit of the hydraulic servo drive device 30 will be described in detail below.
    Pump pressure oil is supplied to the pump port 31 of the hydraulic servo drive device 30 from the EGR valve device 20 through the thrust path 93. In the hydraulic servo drive device 30, the pump port 31 communicates with a pressure oil inlet port 65 of a piston 64, which constitutes the hydraulic servo drive device 30, through a seventeenth inlet 117. The seventeenth inner passage 117 is provided with an 1 lter 1 17A.
    A drain outlet port 66 of the piston 64 is in communication with a drain port 33 of the hydraulic servo drive device 30 via an eighteenth inner passage 118. A first pressure oil inlet / outlet port 68 of the piston 64 is in communication with a top side of a cylinder pressure oil chamber via a twentieth inner passage 120. 535 The control port 32 of the hydraulic servo drive device 30 is in communication with a control pressure oil chamber in the piston 64 via a twenty-first internal passage 121. The twenty-first internal passage 121 is provided with a filter 12 1 A.
    The control coil 63 inside the piston 64 is driven by quench pressure oil from the EPC valve 51. The control coil 63 is provided with a position sensor 63B. Based on a position detection signal I which is fed back from the position sensor 63B to a control device (not shown), the position of the control coil 63 being power controlled.
    In the hydraulic servo drive device 30, when the control coil 63 is moved to the right in the figure with a control pressure greater than the spring force of a spring 63A, the seventeenth inner passage 117 and the twentieth inner passage 120 are in communication with each other via the ports 65 and 68 to supply pump pressure oil. to the cylinder pressure oil chamber 35 on the top side.
    When pressure oil is supplied to the cylinder pressure oil chamber 35 on the top side, a hydraulic piston 36 is moved to drive a lever 13 of the aperture adjustment mechanism of the variable geometry turbocharger 10, which is connected to the hydraulic piston 36, to increase the degree of opening of the nozzle. The cylinder pressure oil chamber 34 on the bottom side is in contrast in communication with the drain port 33 via the nineteenth inner passage 119, the ports 66 and 67, and the eighteenth inner passage 118, so that pump pressure oil, the amount of which corresponds to how much the hydraulic piston 36 to the pump pressure oil flowing into the cylinder pressure oil chamber 35 on the top side) drains off.
    The hydraulic piston 36 is also configured to follow the control coil 63, and the ports 65, 66, 67 and 68 provided to the hydraulic piston 36 are moved simultaneously. Thus, after the control coil 63 stops at a position where the control coil is balanced with a spring 63A, when the hydraulic piston 36 reaches this stop position, the control coil 63 is at a central position to block the main pump pressure oil so that the hydraulic piston 36 is maintained to maintain the degree of opening of the nozzle. 535 924 When the control coil 63 is supplied with control pressure oil less than the spring force of the spring 63A, the control coil 63 is returned to the left of the spring with the spring force.
    In this way, the flow of the pump pressure oil is changed so that the pump pressure oil is supplied to the cylinder pressure oil chamber 34 on the bottom side through the seventeenth inner passage 117, ports 65 and 67, and the nineteenth inner passage 119, and thus the hydraulic piston 36 is returned to the left subsequent control coil 63. The pump pressure oil which has spilled into the cylinder pressure oil chamber 35 on the top side simultaneously drains from the drain port 33 through the twentieth inner passage 120, ports 66 and 68, and the eighteenth inner passage 118. As a result, the lever 13 of the orifice adjusting mechanism is driven in the opposite direction to to close the nozzle.
    When the control coil 63 and the hydraulic piston 36 are returned to the position where the control pressure is balanced with the spring force of the spring 63A, the control coil is similarly at a central position, so that the supply of pump pressure oil is blocked and the nozzle opening is thus maintained at a closing.
    In the engine 1, according to the above-mentioned exemplary embodiment, the pressure oil supply path 90, for supplying main pump pressure oil, is branched in the EGR valve device 20 into a path for the hydraulic servo drive devices and a path for the hydraulic servo drive devices 40. In addition, EPC valve 51 generates control pressure for the hydraulic servo drive devices 30 and the EPC valve 52 which generate control pressure for the hydraulic servo drive devices 40 both attached to the EGR valve device 20. With the above arrangement, since the EGR valve device 20 can replace a conventional hydraulic pipe block, such a hydraulic pipe block is unnecessary.
    The number of heavy components attached to the cylinder head 2 can thus be reduced so that vibration or rolling in the engine 1 decreases and the stability can be improved. In addition, unlike a conventional arrangement, the above-mentioned arrangement does not require fastening screw connections and pipes for the hydraulic pipe block. Consequently, efficiency can also be improved.
    It should be noted that the scope of the invention is not limited to the above embodiment, but modifications and improvements consistent with an object of the invention are included within the scope of the invention.
    For example, although the hydraulic servo drive 40 uses the piston 45 provided with the control coil 49 to be structured as a 3-port 3-position piston and the hydraulic servo drive 30 uses a piston 64 provided with the control coil 63 to be structured as a 4-port -3-position piston in the exemplary embodiment, both the hydraulic servo drives 30 and 40 may use 3-port 3-position pistons or 4-port 3-position pistons. In other words, the type of hydraulic servo drive used can be varied for the invention.
    To prevent thermal action on the EPC valves 51 and 52, the EPC valves 51 and 52 are attached to the EGR valve device 20, which is unlikely to heat up to a high temperature, instead of to the variable geometry turbocharger 10, which can be heated to a high temperature. . Although the hydraulic servo drive device 40 for the EGR valve device 20 is installed inside the EGR valve device 20 in the exemplary embodiment, the hydraulic servo drive device 40 may be attached to the outside of the EGR valve device 20 in the same manner as the hydraulic servo drive device 30 is attached to the outside of the variable turbocharger. geometry 10. Although the drain port 33 of the hydraulic servo drive 30 is in communication with the variable geometry turbocharger 10 via the drain passage 76 so that the drain pressure oil from the drain port 33 flows off via the variable geometry turbocharger in the exemplary embodiment, the drain port 33 and the drain port 33 may Fig. 1) be in communication with each other for the drainage pressure oil to drain off. Although the hydraulic actuators of the invention are exemplified by hydraulic servo drives 30 and 40 in the exemplary embodiment, a non-servo-controlled hydraulic actuator configured to move a control coil without using power steering may also be used. 535 92 '| Although control pressure is generated in the EPC valves 51 and 52 for the variable geometry turbocharger 10 and the EGR valve device 20 in the exemplary embodiment, the control pressure can be generated in, for example, an EPC valve to drive a variable hydraulic displacement pump or an EPC valve for a variable valve timing device configured to vary a time for valve opening and valve closing.
    A variable hydraulic displacement pump uses an EPC valve to generate control pressure for a hydraulic actuator that drives a coil plate or the like. A variable valve timing device uses an EPC valve to generate control pressure for a hydraulic actuator, for example when the rotation of the crankshaft in a motor is transmitted to the camshaft via a planetary speed reducer and a portion of a planetary gear mechanism in the planetary gear reducer is driven by the hydraulic actuator to vary between the rotation of the crankshaft and the rotation of the camshaft. Although the inner passage 111, arranged in the EGR valve device, is branched from the inner passage 110 to be in communication with the EPC valve 51, as shown in Fig. 4 in the exemplary embodiment, the inner passage 111 may be branched directly from the inner passage 101. Although the two EPC valves 51 and 52 are provided to the EGR valve device 20 in the exemplary embodiment, three or more EPC valves may be attached to a device without departing from the scope of the invention.
    Industrial applicability The invention is suitably applicable to a motor provided with a number of devices which each use control pressure generated by means of an EPC valve.
    Explanation of reference numerals 1 ... engine, 10 ... turbocharger with variable geometry, 20 ... EGR valve device, 30 ... hydraulic servo drive device (first hydraulic actuator), 33.. . drain port, 40 .. .hydraulic servo drive 535 921 18 (second hydraulic actuator), 51 ... EPC valve (first control valve), 52.. . EPC valve (second control valve), 70.. . motor lubrication path, 81 ... hydraulic pump, 90 ... pressure | jati | supply | path, 91 ... charge pump, 101 ... first inner passage (inner passage for pump pressure oil), 104 ... t] fourth inner passage (inner branched passage to generate steering pressure), 110 ... tenth inner passage (inner branched passage to generate pump pressure oil), 111 ... e | fte inner passage (inner passage to generate steering pressure)
    权利要求:
    Claims (5)
    [1]
    An arrangement for engine (1), comprising a variable geometry turbocharger (10), an EGR valve assembly (20), first and second hydraulic actuators (30, 40) operating the variable geometry turbocharger (10) and the EGR valve assembly (10), respectively. 20) by means of pump pressure oil, and first and second control valves (51, 52) generating control pressures for said first and second hydraulic actuators (30, 40), respectively, characterized in that the first and second control valves (51, 52) are attached to the EGR valve device (20 ), and the EGR valve device (20), to which the first and second control valves (51, 52) are attached, are located at a position different from an exhaust pipe side of the engine (1).
    [2]
    An engine (1) arrangement according to claim 1, wherein the first and second control valves (51, 52) are attached to the EGR valve assembly (20), and the EGR valve assembly (20) comprises: an internal passage (101) for pump pressure oil by which the pump pressure oil is supplied to said second hydraulic actuator (40). an internal branch passage (104) for pump pressure oil branched from the inner passage (101) for pump pressure oil for supplying the pump pressure oil to said first hydraulic actuator (30), and a pair of inner branch passages (110, 111) for generating control pressures which are branched from the inner passage (101) for pump pressure oil to supply pump pressure oil to said first and second control valves (51, 52).
    [3]
    An arrangement for engine (1) according to claim 1 or 2, wherein said first hydraulic actuator (30) is provided with a drain port (33) for the pump pressure oil, and the drain port (33) is in communication with the turbocharger with variable geometry (10).
    [4]
    An engine arrangement (1) according to any one of claims 1-3, wherein the engine lubricating oil is used as the pump pressure oil supplied to said first and second actuators (30, 40).
    [5]
    The engine (1) arrangement of claim 4, further comprising an engine lubrication path (70) lubricating the engine (1), a pump pressure oil supply path (90) branched from the engine lubrication path (70) for supplying engine lubricating oil to said first and second actuators (30, 40), a hydraulic pump (81) provided in the engine lubrication path (70) for causing the engine lubricating oil to flow through the engine lubrication path (70), and a charge pump (91) provided in the pump pressure oil supply path (90) for to load a pressure of the engine lubricating oil from the hydraulic pump (81) before the engine lubricating oil fl flows through the pump pressure oil supply path (90).
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    同族专利:
    公开号 | 公开日
    US20120017588A1|2012-01-26|
    JPWO2010110243A1|2012-09-27|
    US8438848B2|2013-05-14|
    JP4988960B2|2012-08-01|
    CN102414428A|2012-04-11|
    SE1150990A1|2011-10-26|
    CN102414428B|2013-01-23|
    WO2010110243A1|2010-09-30|
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    法律状态:
    2014-11-04| NUG| Patent has lapsed|
    优先权:
    申请号 | 申请日 | 专利标题
    JP2009077249|2009-03-26|
    PCT/JP2010/054933|WO2010110243A1|2009-03-26|2010-03-23|Engine|
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