Electric control actuator for variable-geometry turbocharging

Abstract

The invention discloses an electric control actuator for variable-geometry turbocharging. The electric control actuator for variable-geometry turbocharging comprises a bottom casing, a plastic cover plate, a DC motor, a worm gear and worm unit, an output shaft, a non-contact high-precision position sensor and an integrated processing circuit PCB, wherein the DC motor is fixed in the bottom casing through a spring press piece, and a pinion is mounted at the shaft tail end of the DC motor and meshed and connected with the worm gear and worm unit; a rotor of the non-contact inductive sensor is prepared from a stamping part conducting material made of a closed wire in specific geometry and is fixed at the top end of the output shaft through a positioning hole, and a helical gear is mounted in the middle of the output shaft and meshed with the worm gear and worm unit for actuation output; and the integrated processing circuit PCB is inlaid in the plastic cover plate. Motor control is driven by angle signals acquired by an engine ECU to change the flow sectional area (nozzle opening) of a turbine nozzle, a supercharger and an engine are matched optimally, and the electric control actuator has the advantages of high real-timeness, high control precision, large torque and the like.

Description

technical field [0001] The invention relates to an electronically controlled actuator, in particular to an electronically controlled actuator with a variable cross-section turbocharger. Background technique [0002] Traditional turbochargers have defects such as insufficient low-speed torque, poor transient response, smoke during acceleration, and difficulty in cold starting. The reason for these problems is as follows: when the turbocharger is matched with the internal combustion engine, because the gas circulation characteristics of the piston engine and the vane supercharger are different, they can only have the best matching performance within a certain operating range. This is because the supercharger has no mechanical connection with the engine, but is connected by intake and exhaust. When the working conditions change, the pressure wave transmission takes a certain time. At the same time, there is a time-lag problem in the supercharger rotor, which causes the engine t...

AI Technical Summary

Problems solved by technology

This is because the supercharger has no mechanical connection with the engine, but is connected by intake and exhaust. When the working conditions change, the pressure wave transmission takes a certain time. At the same time, the supercharger rotor has a time lag problem, which causes the engine to supply oil The amount of air is not synchronized with the amount of air provided by the supercharger in an instant

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