Turbocharger electronic actuator

Abstract

The utility model discloses a turbocharger electronic actuator, including an outer shell, a motor and an output shaft are installed in the outer shell, the motor is controlled by an ECU in an engine control system, a first gear is installed on the rotating shaft of the motor, a second gear is installed at the tail end of the output shaft, the number of teeth of the second gear is greater than the number of teeth of the first gear, a reduction gear mechanism is arranged between the first gear and the second gear, a magnet is installed at the hollow position of the second gear, a Hall chip corresponding to the magnet is installed in the inner cavity of the outer shell, the Hall chip is connected to the ECU in the engine control system, the Hall chip is close to the magnet, and an execution output part is connected to the front end of the output shaft. The structure is reliable and the control is precise, so that the opening of the exhaust air door is more precise, so that the exhaust gas flow rate matches the engine state.

Description

Technical Field

[0001] The utility model relates to a component in a turbocharged exhaust gas circulation system, in particular to a turbocharged electronic actuator. Background Art

[0002] In the turbocharged exhaust gas circulation system, the engine control system (including the electronic control unit ECU) controls the electronic valve to open the exhaust gas damper through the applied transmission stroke. Whether the exhaust gas damper is opened depends on the gear position, speed and load. The control unit for traditional exhaust gas damper control is a vacuum valve, which controls the opening of the exhaust gas damper by vacuuming. In this way, the control of the exhaust gas damper is not precise enough, and the exhaust gas flow cannot be accurately controlled to match the engine status, thereby increasing fuel consumption. Utility Model Content

[0003] In order to solve the above problems, the purpose of the utility model is to provide a turbocharger electronic actuator with reliable structure and precise control, so as to be more precise in executing the opening of the exhaust air valve and match the exhaust gas flow rate with the engine state.

[0004] To achieve the above-mentioned purpose, the utility model provides the following technical solutions: a turbocharger electronic actuator, comprising an outer shell, a motor and an output shaft are installed in the outer shell, the motor is controlled by an ECU in an engine control system, a first gear is installed on the rotating shaft of the motor, a second gear is installed at the tail end of the output shaft, the number of teeth of the second gear is greater than the number of teeth of the first gear, a reduction gear mechanism is arranged between the first gear and the second gear, the reduction gear mechanism comprises a shaft rotatably mounted on the outer shell, a small gear is connected to the upper part of the shaft, a large gear is connected to the lower part of the shaft, the large gear is meshed with the first gear for transmission, the small gear is meshed with the second gear for transmission, a magnet is installed in the hollow position of the second gear, a Hall chip corresponding to the magnet is installed in the inner cavity of the outer shell, the Hall chip is connected to the ECU in the engine control system, the Hall chip is close to the magnet, and an execution output member is connected to the front end of the output shaft.

[0005] A torsion spring is further arranged between the second gear and the outer housing.

[0006] An arc-shaped force block is convexly provided on the end surface of the second gear, and both ends of the torsion spring are bent to form hook grooves, one hook groove is hooked on one end of the arc-shaped force block, and the other hook groove of the torsion spring is hooked on the inner wall of the outer shell.

[0007] The beneficial effects of the utility model are as follows: the ECU in the engine control system controls the motor according to the engine condition, the rotating shaft of the motor reduces its speed through the reduction gear mechanism and increases the torque to be output to the output shaft, the execution output member on the output shaft is linked with the exhaust gas damper through transmission, and at the same time, the rotation of the magnet on the second gear can be sensed by the Hall chip, and the rotation position of the second gear can be accurately transmitted to the ECU in the engine control system in the form of a signal for processing, and since the output shaft is connected to the second gear, the ECU realizes real-time monitoring of the exhaust gas damper, the structure is reliable and the control is precise, so that the opening of the exhaust gas damper is more precise, so that the exhaust gas flow rate matches the engine state, and the exhaust gas emission is reduced at the same time.

[0008] The utility model is further described below in conjunction with the accompanying drawings and specific implementation methods. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] Figure 1 A three-dimensional diagram of a specific implementation of the utility model;

[0010] Figure 2 The internal structure of the specific implementation method of the utility model is three-dimensional Figure 1 ;

[0011] Figure 3 The internal structure of the specific implementation method of the utility model is three-dimensional Figure 2 ;

[0012] Figure 4 It is a partial cross-sectional view of a specific implementation method of the utility model. DETAILED DESCRIPTION

[0013] The present invention is specifically described below through embodiments, which are only used to further illustrate the present invention and should not be construed as limiting the protection scope of the present invention.

[0014] like Figure 1 — Figure 4As shown, this embodiment discloses a turbocharger electronic actuator, which is mainly used to control the opening of the exhaust air valve in the turbocharger system. Its structure includes an outer shell 1, in which a motor 2 and an output shaft 3 are installed. The motor 2 is controlled by an ECU in an engine control system. A first gear 4 is installed on the rotating shaft of the motor 2, and a second gear 5 is installed at the tail end of the output shaft 3. The number of teeth of the second gear 5 is greater than that of the first gear 4. A reduction gear mechanism 6 is arranged between the first gear 4 and the second gear 5. The reduction gear mechanism 6 includes a shaft 61 rotatably installed on the outer shell 1, and a shaft 61 is connected to the upper part of the shaft 61. There is a small gear 62, and a large gear 63 is connected to the lower part of the shaft 61. The outer diameter and the number of teeth of the large gear 63 are larger than the outer diameter and the number of teeth of the small gear 62. The large gear 63 is meshed with the first gear 4 for transmission, and the small gear 62 is meshed with the second gear 5 for transmission. A magnet 7 is installed in the hollow position of the second gear 5. A Hall chip 8 corresponding to the magnet 7 is installed in the inner cavity of the outer shell 1. The Hall chip 8 is connected to the ECU in the engine control system. The Hall chip 8 is close to the magnet 7. An actuator output component 10 is connected to the front end of the output shaft 3, and the actuator output component 10 is connected to the exhaust gas damper in the turbocharger system.

[0015] A torsion spring 9 is also arranged between the second gear 5 and the outer shell 1. Through the torsion spring 9, the rotation of the second gear 5 is not easy to shake, and the rotation is more reliable and stable.

[0016] An arc-shaped force-bearing block 51 is convexly provided on the end surface of the second gear 5, the center line of the arc-shaped force-bearing block 51 is aligned with the center line of the second gear 5, and the two ends of the torsion spring 9 are respectively bent to form hook grooves 91, one hook groove 91 is hooked on one end of the arc-shaped force-bearing block 51, and the other hook groove of the torsion spring 9 is hooked on the inner wall of the outer shell 1. This structure can make the installation of the torsion spring 9 more reliable.

[0017] By adopting the above technical solution, the ECU in the engine control system controls the motor 2 according to the engine condition. The rotating shaft of the motor 2 reduces its speed and increases the torque to be output to the output shaft 3 through the reduction gear mechanism 6. The execution output member 10 on the output shaft 3 is linked with the exhaust gas damper through transmission, so that the opening of the exhaust gas damper can be accurately controlled. At the same time, the rotation of the magnet 7 on the second gear 5 can be sensed by the Hall chip 8, and the rotation position of the second gear 5 can be accurately transmitted to the ECU in the engine control system in the form of a signal for processing. Since the output shaft 3 is connected to the second gear 5, the ECU realizes real-time monitoring of the exhaust gas damper. The structure is reliable and the control is precise, so that the opening of the exhaust gas damper can be executed more accurately, so that the exhaust gas flow rate matches the engine state and the emission of engine exhaust gas is reduced.

[0018] The above shows and describes the basic principles and main features of the utility model and the advantages of the utility model. For those skilled in the art, it is obvious that the utility model is not limited to the details of the above exemplary embodiments, and can be implemented in other specific forms without departing from the spirit or basic features of the utility model. Therefore, no matter from which point of view, the embodiments should be regarded as exemplary and non-restrictive. The scope of the utility model is limited by the attached claims rather than the above description, and it is intended to include all changes within the meaning and scope of the equivalent elements of the claims. Any figure mark in the claims should not be regarded as limiting the claims involved.

[0019] In addition, it should be understood that although the present specification is described according to implementation modes, not every implementation mode contains only one independent technical solution. This description of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment may also be appropriately combined to form other implementation modes that can be understood by those skilled in the art.

Claims

1. A turbocharger electronic actuator, comprising an outer shell, a motor and an output shaft are installed in the outer shell, and the motor is controlled by an ECU in an engine control system, characterized in that: A first gear is installed on the rotating shaft of the motor, and a second gear is installed at the tail end of the output shaft. The number of teeth of the second gear is greater than that of the first gear. A reduction gear mechanism is arranged between the first gear and the second gear. The reduction gear mechanism includes a shaft rod rotatably mounted on the outer shell, a small gear is connected to the upper part of the shaft rod, and a large gear is connected to the lower part of the shaft rod. The large gear is meshed with the first gear for transmission, and the small gear is meshed with the second gear for transmission. A magnet is installed in the hollow position of the second gear, and a Hall chip corresponding to the magnet is installed in the inner cavity of the outer shell. The Hall chip is connected to the ECU in the engine control system, and the Hall chip is close to the magnet. An actuator output component is connected to the front end of the output shaft.

2. The turbocharger electronic actuator according to claim 1, characterized in that: A torsion spring is further arranged between the second gear and the outer housing.

3. The turbocharger electronic actuator according to claim 2, characterized in that: An arc-shaped force block is convexly provided on the end surface of the second gear, and both ends of the torsion spring are bent to form hook grooves, one hook groove is hooked on one end of the arc-shaped force block, and the other hook groove of the torsion spring is hooked on the inner wall of the outer shell.

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