CA1143577A - Turbocharger control actuator - Google Patents
Turbocharger control actuatorInfo
- Publication number
- CA1143577A CA1143577A CA000349780A CA349780A CA1143577A CA 1143577 A CA1143577 A CA 1143577A CA 000349780 A CA000349780 A CA 000349780A CA 349780 A CA349780 A CA 349780A CA 1143577 A CA1143577 A CA 1143577A
- Authority
- CA
- Canada
- Prior art keywords
- housing
- rod
- sealing
- retainer
- sealing seat
- 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.)
- Expired
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
- F02B37/183—Arrangements of bypass valves or actuators therefor
- F02B37/186—Arrangements of actuators or linkage for bypass valves
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B15/00—Fluid-actuated devices for displacing a member from one position to another; Gearing associated therewith
- F15B15/02—Mechanical layout characterised by the means for converting the movement of the fluid-actuated element into movement of the finally-operated member
- F15B15/04—Mechanical layout characterised by the means for converting the movement of the fluid-actuated element into movement of the finally-operated member with oscillating cylinder
-
- 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
Abstract
TURBOCHARGER CONTROL ACTUATOR
ABSTRACT OF THE DISCLOSURE
A control actuator for a turbocharger comprises a diaphragm-displaced actuator rod projecting outwardly from an actuator housing through a spring-biased retainer which sealably permits axial and angular rod movement for variably positioning a turbocharger wastegate valve.
ABSTRACT OF THE DISCLOSURE
A control actuator for a turbocharger comprises a diaphragm-displaced actuator rod projecting outwardly from an actuator housing through a spring-biased retainer which sealably permits axial and angular rod movement for variably positioning a turbocharger wastegate valve.
Description
TURBOCHARGER CONTROL ACTUATOR
BACRGROUND OF THE INVENTION
This invention relates to turbochargers and control devices therefor. ~ore speci~ically, this invention relates to an improved pressure-responsive actuator for controlling the operation of the turbocharger.
Turbochargers are well known in the prior art, and typically comprise a turbine for driving a compressor to supply relatively high pressure charge air to a combustion engine. The turbine is rotatably driven by exhaust gases from the engine, and in turn rotatably drives a compressor for compressing charge air supplied to the engine. An inherent design problem wi.th turbocharyers, however, is that the rotationa]. speed of the turbine and compressor increases as the speed and/or load of the engi.ne increases. At relatively high operating engine speeds or loads, it is possible for the turbine and compressor to be driven at speeds above critical design limits, or for the com-pressor to supply charge air to the engine at boost pressures higher than the engine can withstand.
~ wide variety of control devices for turbochargers have been developed to limit the rotational speed of the -turbocharger compressor, and thereby to control the boost pressure level of the charge air supplied by the compressor. Such devices may be mounted either on the compressor or the turbine, and commonly includes blow-off or pop-off valves, turbine bypa~s or wastegate v~lves, compressor inlet control valves, and the like. These valve devices are generally similar to each other in principle .in that each comprisc~ a valve responsive to a predetermined pressure level or pre~urc difcrential to restrict the availab.ility of gase~ for driving the turbine~ or for supply to the engine by the compressor. ~or example, a turbine wastegate valve operates to close a flow path bypas~:Lncl the turbine, and may be opened by a pressure-responsive valve ac-tuator to allow ; a portion of the engine exhaust gases to bypass the turbine to atmosphere. In this manner, the turbine is rotatably driven by a relatively reduced mass flow of exhaust gases to limit the rotational speed of the turbine, and thereby also to limit and control the rotational speed and resultant boost pressure of charge air supplied by the compressor.
Pressure responsive valve actuators typically comprise an actuator housing including a diaphragm diving the housing into a pair of separate pressure chambers. Inlet ports couple the two pressure chambers to different sources of pressure and/or vacuum to subject the diaphragm to a prescribed pressure differential.
Changes in the pressure differential, such as may occur during increases or decreases in engine speed or load, cause displacement of the diaphragm which in turn displaces an actuator rod connected thereto. The rod projects out of the housing, and is connected to an appropriate valve assembly on the turbocharger for positioning a valve to control turbocharger operation.
In practice, one major consideration in the design of pressure-responsive valve actuators is to provide an adequate seal allowing passage of the actuator rod through the actuator housing without significant gas leakage. This is particularly important wherein the pressure sources coupled to the actuator housing com-prise gaseous air-fuel mixtures, or wherein the actuator housing is mounted in close association to hot engine componen-ts or the -turbine of the turbocharger. In this regard, prior art seals which have satisfactorily prevented gas leakage typically have restricted dis-placement of the actuator rod to axial motion only. This type of seal finds its primary application wherein the actuator rod com-prises a valve stem connected directly to or formed integrally with a valve head, and wherein axial rod motion is sufficient to properly position the valve head. See, for example, U.S. Patent Nos. 3,035, 408; 3,091,077; 3,104,520; 3,195,~05; 3,196,606; 3,270,~95;
3,389,553; ~,005,578; 4,005,579 and ~,019,323; all of which relate to valve actuators with valve stems or rods limi-ted to axial motion.
However, it is some-times desirable to use other type~ of valvc struc-tures, such as a relatively inexpensive bu-tterely vaLve or the like positionally adjusted by means of a crank arm. With these alternate valve structures, at least some arcuate rnotion oE the actuator rod is required for adjusting the position of the vaLve. Ilowever, with prior art devices wherein the actuator rod is constrained for axial movement only, relatively complex and multiple-link mechanical couplings have been required between the rod and the valve structure for accommodating the desired arcuate movement. See, for example, ~ ~ r~3~77 U.S. Patent Nos. 2,356,124; 2,374,708; and 3,096,614.
Some attempts in the prior art have been made to provide a relatively inexpensive seal for sealing passage of the actuator rad through a turbocharger actuator housing, while at the same time allowing for at least some arcuate actuator rod movement. However, these prior art designs have related to various flexible or elasto-meric seal arrangements, or alternately, to the use of seals formed from relatively exotic materials. See, for example, Canadian Patent No. 1l111,322 granted on October 27, 1981 to the Garrett Corporation.
However, these prior art seals allowing angular movement of the actuator rod have not proven totally satisfactory for long life operation in the high temperature, vibratory environment of turbo-chargers.
The present invention overcomes the problems and disadvan-tages of the prior art by providing an improved turbocharger control actuator having an actuator rod projecting outwardly from an actuator housing, and including improved means for sealing passage of the actuator rod through the housing to allow axial and angular movement of the actuator rod with respect to the housing.
SU~ARY OF_THE INVENTION
In accordance with the invention, a turbocharger control actuator comprises an actuator housing with an internal diaphragm dividing the housing into a pair of separate pressure chambers. The diaphragm is connected to an actuator rod projecting through one of the chambers and outwardly from the housing for connection to aturbocharger control valve, such as a turbine wastegate valve.
The diaphragm and the rod displace in response to variations in pressure differential applied to the diaphragm via ports opening into the pressure chambers for connection of said chambers to a selected pair of pressure sources.
~ n annular retainer ls received about the actuator rod, and coacts with the housiny and the rod for ~ealing passage of the rod through an opening foxmed in the actuator housiny. More specifically, the retainer includes a cylindrical portion having an annular bushing 35 secured therein which slidably and sealingly receives the actuator rod. The retainer cylindrical portion blends into a spherical or bulbular-shaped sealing seat disposed within the rod opening formed in the actuator housing and sealingly seated upon a matingly configured lip formed in said housing. The spherical seat expands 7~7 radially outwardly within the housing to define a base plate for supporting the lower end of a spring compressively received between the base plate and the diaphragm.
In operation, the spring biases the diaphragm so as to prevent actuator rod movement until the pressure differential applied to the diaphragm exceeds a predetermined threshold. The spring also urges the spherical sealing seat of the retainer into sealing engagement with the housing lip to prevent leakage of gases out of the actuator housing. Importantly, the rod is sealingly movable axially with respect to the bushing, and -the re-tainer sealing seat is pivotal with respect to the housiny lip whereby the sealing seat and lip together form a gimbal to accommodate angular deviation o~ the actuator rod.
BRIEF DESCRIPTION OF TIIE D:RAWINGS
The accompanying drawings illustrate the invention. In such drawings:
Fig. 1 is a schematic illustration of a control actua-tor of this invention mounted on a turbocharyed combustion engine;
Fig. 2 is an enlarged fragmented elevation view of the control actuator;
Fig. 3 is a fragmented horizont,al section taken on -the line 3-3 of Fig. 2; and Fig. 4 is a perspective view of a sealing retainer for use with the control actuator.
DETAIL~I) DES~RIPTION OF THE PREF RRED E'~1BODIM~NT
A control actuator 10 of this invent:Lon is shown in Fig. 1 Mounted on a turbochargecl combusion encJine 12. The enyine 12 is generally conventiona:L in forM, and may compri~e any oE a wide variety of combustion encJines such as a reci.procatillc3 ellgirle of the type used Eor a~ltomotive vehic:Les having a driven crankshaEt 1~ for power output. Intake charcJe air Eor the engine 12 i.s ~supplied through an intake maniEold L6 Erom a compressor :L8 of a turbocharcJer 20. The compressor L8 draws ambient air through an inlet 22, and compresseæ the air Eor supply to the engine. Exhaust gases expelled by the engine are drivingly coupled to a turbine 2~ oE the turbo-charger 20 via an exhaust maniEold 26, and are discharged from the ~3~
turbine 24 through an exhaust conduit 28. In operation, the engine exhaust gases rotatably drive the turbine 24 which, in turn, drives the compressor 18 via a shaft (not shown) earried in an intercon-neeting eenter housing 30.
In many turboeharged engines, it is possible for the turbo-eharger 20 to operate at rotational speeds higher than the turbo-eharger meehanieal eomponents ean withstand, or to supply compressed eharge air to the engine at boost pressure higher than the engine ean withstand. Specifically, at relatively high operating speeds or loads, the mass flow rate of exhaust gases is sufficient to drive the turbine 24 at a rotational speed exceeding turbocharger or engine eritieal design limits. To prevent clamage to the system, as well as to provide system eontrol, control means are provided for preven-ting the rotational speed of the turbine and the compressor from exeeeding a predetermined level, and thereby limit or eontrol the compressor boost pressure.
As shown in Fig. 1, one sueh eontrol means comprises a wastegate valve assembly 32 mounted on the turbine 24, and including a pivot pin 34 extending outwardly from the turbine 24 and connected to a erank arm 36. Movement of the crank arm 36 through an arcuate path illustrated by arrow 35 with respeet to the axis of the pivot pin 34 serves to move an internally mounted wastegate valve (not shown), sueh as a butterfly or flap valve, to open ancl close a turbine bypass passage (also not shown). ~ore speci~ically, the wastegate valve is disposed along an internal bypass passac3e eommunieating direetly between the exhaust maniEc~ld 26 and the exhaust eonduit 28 so that a po:et:ion oE the en(Jlne ~xllaust gases bypasses the ro~ating turbi.ne whc!n the valve ls operled consequently to eontrol turboeharc3er rotational speecl and boost. Iml~ortantly, the speeiEie eonstruetion of the turbi.ne 24 includlllcl the valve assembly 32 and the bypa5s passage is cJcn~ally wc~LI knW~lin the art, and thereby is not æhown or deseribed in cletail. Ilowever, ~or a speeiEic example of a represerltative turbocharger includ.ing the turbine, valve assembly, and bypass passac3e, see ~.S. Patent No.
4,120,156 assigned to the assignee of the present applica-tion.
The eontrol aetuator 10 oE this invention is shown in more detail in Fig. 2 and 3. As shown, the aetuator 10 comprises a generally cylindrieal metal housing 33 formed from complementary 119~3~i~7 upper and lower halves 40 and 42, respectively. The housing halves 40 and 42 are each generally circular in cross section, and include radially outwardly extending flanges 44 and 46, respectively. A
circular diaphragm 48 ~ormed from a suitable flexible elastomeric or rubber-based material extends across the housing 38 to divide the housing into two separate chambers 50 and 52. The periphery of the diaphragm is received between the flanges 44 and 46, and is secured in place as by means of the lower flange 46 rolled over the upper outer edge of the upper flange 44.
The diaphragm 48 comprises a performed or conYoluted diaphragm carried upon a piston member 54 positioned within the lower chamber 52 of the actuator housing. As shown, the piston member 54 has a diameter less than that of the housing 38 and the diaphragm 48 so as not to interfere with movement of the diaphragm in response to relative pressures in the chambers 50 and 52. The diaphragm is biased upwardly as illustrated in Fig. 2 by a spring 78, the function of which will be described hereafter in more detail.
Alternately, if desired, the diaphragm may be conventionally secured to the piston member as by means of opposed retainer plates (not shown) for stiffening the central portion of the diaphragm and for connection to said piston member.
An actuator rod 58 is suitably connected as by welding to the lower ~ace of the piston member 54, as viewed in Fig. 2. The actuator rod 58 extends downwardly from the piston member 54 through the chamber 52, and outwardly from the housing 38 through an opening 39. The lower end of the rod 58 extends further through an opening 41 in a bracket 64 provided for connection of the actua-tor 10 to the turbocharger 20 by bol-ts 66 (Fig. 1). The lowermost end of the rod 58 is threadably received in a rod extcns:ion 68 which in turn is pivotally connected to -the end of the valvc assembly crank arm 36 by a pin 70. Accordingly, pressure responsive movement oE
the diaphragm ~8 within the houslng 38 dlsplaces thc rod 58 to swing the crank arm 36 about the axis of the pin 34, and thereby opens or closes the control valve (not shown) within the turbine 24.
Importantly, the crank arm 36 swings through the arcuate path illus-trated by arrow 35 in Fig. 1, whereby the actuator rod 58 must befree to move axially and slightly angularly with respe~t to the .~
,.,~
~, ~ ~3577 housing 38 as indicated by arrow 85 in Fig. 2. Of course, suitable alternate connecting schemes for connecting the actuator rod 58 to the valve assembly 32 may be employed, if desired.
As shown in Figs. 2-4, sealing means is provided for sealing the passage of the rod 58 through the opening 39 in the housing 38, while at the same time allowing axial and angular movement of the rod with respect to the housing. As shown, the area of the housing 38 circumferentially surrounding the opening 39 is depressed downwardly to form a generally spherically-shaped lip 72. This lip 72 bearingly receives an annular retainer 74 concentrically carried about the rod 58. More specifically, the retainer 74 is formed from a suitable metal material to include a central generally spherical bulbular-shaped sealing seat 76 which matingly seats upon the lip 72 of the housing. This sealing seat 76 blends upwardly into a radially expanded base plate 77 with an outer upstanding rim 79 for receiving and rataining the lower end of the spring 78 com-pressively carried between the retainer 74 and the piston member 54.
In operation, the spring 78 biases the diaphragm 48 as will be hereafter explained in more detail, and springably urges the spherical sealing seat 76 of the retainer 74 into pivotal sealing engagement with the housing lip 72. Conveniently, the spring 78 comprises a conical spring with its narrower end in bearing engage-ment with the base plate 77 to axially pre-load the retainer 74 without significant cocking or tilting with respect to the housing lip. Importantly, the base plate 77 of the re-tainer 74 is axially spaced a suitable distance from the lower extent of the housing 38, as indicated by arrow 80, to allow the retainer 74 to shift angularly with respect to the housing lip 72. With this construction, the retainer 74 and housing lip 72 together form a gimbal for accom-modating angular deviation of the rod 58 while maintaining arelatively tight gas seal between the retainer and the lip.
The spherical sealing seat 76 of the retainer 74 blends downwardly into a generally cylindrical portion 82 concentrically carried about the actuator rod 5~. The cylindrical portion 82 internally carries an annular bushing 84 of a suitable resinous material or the like which is received about the shaft 58 and configured to allow sealed axial motion of the shaft with respect thereto. The bushing 84 is held in position as by crimping indicated '~
., i77 at 86 to prevent axial bushing displacement. Accordingly, in operation, sealed axial sliding motion of the rod 58 is allowed with respect to the bushing 84, and angular shifting say through an arc of about 10 as indicated by arrow 85 is accommodated between the retainer sealing seat 76 and housing lip 72.
In operation, the diaphragm 48 is subjected to a predetermined pressured differential by means of hose fittings 67 and 69 suitably mounted on the housing 38 in alignment with a pair of ports 88 and 90 respectively opening into the chambers 50 and 52. In this manner, a first pressure from one source is applied to the chamber 50, and a second pressure from a second source (which may comprise a vacuum) is applied to the chamber 52 whereby the diaphragm movably responds to variations in the pressure differential applied thereto.
Importantly, this pressure differential must exceed a predetermined threshold as governed by the characteristics of the biasing spring 78 before diaphragm movement occurs.
By way of a specific example in one application of the actuator 10, discharge pressure from the compressor 18 or engine intake manifold pressure is supplied to the upper chamber 50 via the fitting 67, and compressor inlet negative pressure is supplied to the lower chamber 52 via the fitting 69. In this manner, during engine operation, substantial positive ~ressure is applied to the chamber 50, whereas a subatmospheric pressure is applied to the chamber 52. When this pressure differential exceeds the predeter-mined threshold, the differential urges the diaphraym ~8 to shiEt downwardly and thereby axially displaces -the piston member 54 and the actuator rod 58. Any angular motion required to SWi.rlCJ the crank arm 36 (Fig. 1) to open or close the control valve withln the turbine 2~ is accommodated by pivotal movement between the 30 sealiny seat 76 of the retainer 74 and the housing lip 72. ~E
course, during such pivoting or shi.Eting mo-tions, the spr:ing 78 springably maintains the retainer 7~ in sealing contac~ wlth the housing lip 72.
The control actuator of this invention may include a wide variety of modifications and improvements within the scope of the invention. For example, the valve assembly 32 may comprise any of a wide variety of valve assemblies including wastegate, blow-off and pop-off valves or the like. Accordingly, no limitation on the invention set forth herein is intended except by way of the appended claims.
'
BACRGROUND OF THE INVENTION
This invention relates to turbochargers and control devices therefor. ~ore speci~ically, this invention relates to an improved pressure-responsive actuator for controlling the operation of the turbocharger.
Turbochargers are well known in the prior art, and typically comprise a turbine for driving a compressor to supply relatively high pressure charge air to a combustion engine. The turbine is rotatably driven by exhaust gases from the engine, and in turn rotatably drives a compressor for compressing charge air supplied to the engine. An inherent design problem wi.th turbocharyers, however, is that the rotationa]. speed of the turbine and compressor increases as the speed and/or load of the engi.ne increases. At relatively high operating engine speeds or loads, it is possible for the turbine and compressor to be driven at speeds above critical design limits, or for the com-pressor to supply charge air to the engine at boost pressures higher than the engine can withstand.
~ wide variety of control devices for turbochargers have been developed to limit the rotational speed of the -turbocharger compressor, and thereby to control the boost pressure level of the charge air supplied by the compressor. Such devices may be mounted either on the compressor or the turbine, and commonly includes blow-off or pop-off valves, turbine bypa~s or wastegate v~lves, compressor inlet control valves, and the like. These valve devices are generally similar to each other in principle .in that each comprisc~ a valve responsive to a predetermined pressure level or pre~urc difcrential to restrict the availab.ility of gase~ for driving the turbine~ or for supply to the engine by the compressor. ~or example, a turbine wastegate valve operates to close a flow path bypas~:Lncl the turbine, and may be opened by a pressure-responsive valve ac-tuator to allow ; a portion of the engine exhaust gases to bypass the turbine to atmosphere. In this manner, the turbine is rotatably driven by a relatively reduced mass flow of exhaust gases to limit the rotational speed of the turbine, and thereby also to limit and control the rotational speed and resultant boost pressure of charge air supplied by the compressor.
Pressure responsive valve actuators typically comprise an actuator housing including a diaphragm diving the housing into a pair of separate pressure chambers. Inlet ports couple the two pressure chambers to different sources of pressure and/or vacuum to subject the diaphragm to a prescribed pressure differential.
Changes in the pressure differential, such as may occur during increases or decreases in engine speed or load, cause displacement of the diaphragm which in turn displaces an actuator rod connected thereto. The rod projects out of the housing, and is connected to an appropriate valve assembly on the turbocharger for positioning a valve to control turbocharger operation.
In practice, one major consideration in the design of pressure-responsive valve actuators is to provide an adequate seal allowing passage of the actuator rod through the actuator housing without significant gas leakage. This is particularly important wherein the pressure sources coupled to the actuator housing com-prise gaseous air-fuel mixtures, or wherein the actuator housing is mounted in close association to hot engine componen-ts or the -turbine of the turbocharger. In this regard, prior art seals which have satisfactorily prevented gas leakage typically have restricted dis-placement of the actuator rod to axial motion only. This type of seal finds its primary application wherein the actuator rod com-prises a valve stem connected directly to or formed integrally with a valve head, and wherein axial rod motion is sufficient to properly position the valve head. See, for example, U.S. Patent Nos. 3,035, 408; 3,091,077; 3,104,520; 3,195,~05; 3,196,606; 3,270,~95;
3,389,553; ~,005,578; 4,005,579 and ~,019,323; all of which relate to valve actuators with valve stems or rods limi-ted to axial motion.
However, it is some-times desirable to use other type~ of valvc struc-tures, such as a relatively inexpensive bu-tterely vaLve or the like positionally adjusted by means of a crank arm. With these alternate valve structures, at least some arcuate rnotion oE the actuator rod is required for adjusting the position of the vaLve. Ilowever, with prior art devices wherein the actuator rod is constrained for axial movement only, relatively complex and multiple-link mechanical couplings have been required between the rod and the valve structure for accommodating the desired arcuate movement. See, for example, ~ ~ r~3~77 U.S. Patent Nos. 2,356,124; 2,374,708; and 3,096,614.
Some attempts in the prior art have been made to provide a relatively inexpensive seal for sealing passage of the actuator rad through a turbocharger actuator housing, while at the same time allowing for at least some arcuate actuator rod movement. However, these prior art designs have related to various flexible or elasto-meric seal arrangements, or alternately, to the use of seals formed from relatively exotic materials. See, for example, Canadian Patent No. 1l111,322 granted on October 27, 1981 to the Garrett Corporation.
However, these prior art seals allowing angular movement of the actuator rod have not proven totally satisfactory for long life operation in the high temperature, vibratory environment of turbo-chargers.
The present invention overcomes the problems and disadvan-tages of the prior art by providing an improved turbocharger control actuator having an actuator rod projecting outwardly from an actuator housing, and including improved means for sealing passage of the actuator rod through the housing to allow axial and angular movement of the actuator rod with respect to the housing.
SU~ARY OF_THE INVENTION
In accordance with the invention, a turbocharger control actuator comprises an actuator housing with an internal diaphragm dividing the housing into a pair of separate pressure chambers. The diaphragm is connected to an actuator rod projecting through one of the chambers and outwardly from the housing for connection to aturbocharger control valve, such as a turbine wastegate valve.
The diaphragm and the rod displace in response to variations in pressure differential applied to the diaphragm via ports opening into the pressure chambers for connection of said chambers to a selected pair of pressure sources.
~ n annular retainer ls received about the actuator rod, and coacts with the housiny and the rod for ~ealing passage of the rod through an opening foxmed in the actuator housiny. More specifically, the retainer includes a cylindrical portion having an annular bushing 35 secured therein which slidably and sealingly receives the actuator rod. The retainer cylindrical portion blends into a spherical or bulbular-shaped sealing seat disposed within the rod opening formed in the actuator housing and sealingly seated upon a matingly configured lip formed in said housing. The spherical seat expands 7~7 radially outwardly within the housing to define a base plate for supporting the lower end of a spring compressively received between the base plate and the diaphragm.
In operation, the spring biases the diaphragm so as to prevent actuator rod movement until the pressure differential applied to the diaphragm exceeds a predetermined threshold. The spring also urges the spherical sealing seat of the retainer into sealing engagement with the housing lip to prevent leakage of gases out of the actuator housing. Importantly, the rod is sealingly movable axially with respect to the bushing, and -the re-tainer sealing seat is pivotal with respect to the housiny lip whereby the sealing seat and lip together form a gimbal to accommodate angular deviation o~ the actuator rod.
BRIEF DESCRIPTION OF TIIE D:RAWINGS
The accompanying drawings illustrate the invention. In such drawings:
Fig. 1 is a schematic illustration of a control actua-tor of this invention mounted on a turbocharyed combustion engine;
Fig. 2 is an enlarged fragmented elevation view of the control actuator;
Fig. 3 is a fragmented horizont,al section taken on -the line 3-3 of Fig. 2; and Fig. 4 is a perspective view of a sealing retainer for use with the control actuator.
DETAIL~I) DES~RIPTION OF THE PREF RRED E'~1BODIM~NT
A control actuator 10 of this invent:Lon is shown in Fig. 1 Mounted on a turbochargecl combusion encJine 12. The enyine 12 is generally conventiona:L in forM, and may compri~e any oE a wide variety of combustion encJines such as a reci.procatillc3 ellgirle of the type used Eor a~ltomotive vehic:Les having a driven crankshaEt 1~ for power output. Intake charcJe air Eor the engine 12 i.s ~supplied through an intake maniEold L6 Erom a compressor :L8 of a turbocharcJer 20. The compressor L8 draws ambient air through an inlet 22, and compresseæ the air Eor supply to the engine. Exhaust gases expelled by the engine are drivingly coupled to a turbine 2~ oE the turbo-charger 20 via an exhaust maniEold 26, and are discharged from the ~3~
turbine 24 through an exhaust conduit 28. In operation, the engine exhaust gases rotatably drive the turbine 24 which, in turn, drives the compressor 18 via a shaft (not shown) earried in an intercon-neeting eenter housing 30.
In many turboeharged engines, it is possible for the turbo-eharger 20 to operate at rotational speeds higher than the turbo-eharger meehanieal eomponents ean withstand, or to supply compressed eharge air to the engine at boost pressure higher than the engine ean withstand. Specifically, at relatively high operating speeds or loads, the mass flow rate of exhaust gases is sufficient to drive the turbine 24 at a rotational speed exceeding turbocharger or engine eritieal design limits. To prevent clamage to the system, as well as to provide system eontrol, control means are provided for preven-ting the rotational speed of the turbine and the compressor from exeeeding a predetermined level, and thereby limit or eontrol the compressor boost pressure.
As shown in Fig. 1, one sueh eontrol means comprises a wastegate valve assembly 32 mounted on the turbine 24, and including a pivot pin 34 extending outwardly from the turbine 24 and connected to a erank arm 36. Movement of the crank arm 36 through an arcuate path illustrated by arrow 35 with respeet to the axis of the pivot pin 34 serves to move an internally mounted wastegate valve (not shown), sueh as a butterfly or flap valve, to open ancl close a turbine bypass passage (also not shown). ~ore speci~ically, the wastegate valve is disposed along an internal bypass passac3e eommunieating direetly between the exhaust maniEc~ld 26 and the exhaust eonduit 28 so that a po:et:ion oE the en(Jlne ~xllaust gases bypasses the ro~ating turbi.ne whc!n the valve ls operled consequently to eontrol turboeharc3er rotational speecl and boost. Iml~ortantly, the speeiEie eonstruetion of the turbi.ne 24 includlllcl the valve assembly 32 and the bypa5s passage is cJcn~ally wc~LI knW~lin the art, and thereby is not æhown or deseribed in cletail. Ilowever, ~or a speeiEic example of a represerltative turbocharger includ.ing the turbine, valve assembly, and bypass passac3e, see ~.S. Patent No.
4,120,156 assigned to the assignee of the present applica-tion.
The eontrol aetuator 10 oE this invention is shown in more detail in Fig. 2 and 3. As shown, the aetuator 10 comprises a generally cylindrieal metal housing 33 formed from complementary 119~3~i~7 upper and lower halves 40 and 42, respectively. The housing halves 40 and 42 are each generally circular in cross section, and include radially outwardly extending flanges 44 and 46, respectively. A
circular diaphragm 48 ~ormed from a suitable flexible elastomeric or rubber-based material extends across the housing 38 to divide the housing into two separate chambers 50 and 52. The periphery of the diaphragm is received between the flanges 44 and 46, and is secured in place as by means of the lower flange 46 rolled over the upper outer edge of the upper flange 44.
The diaphragm 48 comprises a performed or conYoluted diaphragm carried upon a piston member 54 positioned within the lower chamber 52 of the actuator housing. As shown, the piston member 54 has a diameter less than that of the housing 38 and the diaphragm 48 so as not to interfere with movement of the diaphragm in response to relative pressures in the chambers 50 and 52. The diaphragm is biased upwardly as illustrated in Fig. 2 by a spring 78, the function of which will be described hereafter in more detail.
Alternately, if desired, the diaphragm may be conventionally secured to the piston member as by means of opposed retainer plates (not shown) for stiffening the central portion of the diaphragm and for connection to said piston member.
An actuator rod 58 is suitably connected as by welding to the lower ~ace of the piston member 54, as viewed in Fig. 2. The actuator rod 58 extends downwardly from the piston member 54 through the chamber 52, and outwardly from the housing 38 through an opening 39. The lower end of the rod 58 extends further through an opening 41 in a bracket 64 provided for connection of the actua-tor 10 to the turbocharger 20 by bol-ts 66 (Fig. 1). The lowermost end of the rod 58 is threadably received in a rod extcns:ion 68 which in turn is pivotally connected to -the end of the valvc assembly crank arm 36 by a pin 70. Accordingly, pressure responsive movement oE
the diaphragm ~8 within the houslng 38 dlsplaces thc rod 58 to swing the crank arm 36 about the axis of the pin 34, and thereby opens or closes the control valve (not shown) within the turbine 24.
Importantly, the crank arm 36 swings through the arcuate path illus-trated by arrow 35 in Fig. 1, whereby the actuator rod 58 must befree to move axially and slightly angularly with respe~t to the .~
,.,~
~, ~ ~3577 housing 38 as indicated by arrow 85 in Fig. 2. Of course, suitable alternate connecting schemes for connecting the actuator rod 58 to the valve assembly 32 may be employed, if desired.
As shown in Figs. 2-4, sealing means is provided for sealing the passage of the rod 58 through the opening 39 in the housing 38, while at the same time allowing axial and angular movement of the rod with respect to the housing. As shown, the area of the housing 38 circumferentially surrounding the opening 39 is depressed downwardly to form a generally spherically-shaped lip 72. This lip 72 bearingly receives an annular retainer 74 concentrically carried about the rod 58. More specifically, the retainer 74 is formed from a suitable metal material to include a central generally spherical bulbular-shaped sealing seat 76 which matingly seats upon the lip 72 of the housing. This sealing seat 76 blends upwardly into a radially expanded base plate 77 with an outer upstanding rim 79 for receiving and rataining the lower end of the spring 78 com-pressively carried between the retainer 74 and the piston member 54.
In operation, the spring 78 biases the diaphragm 48 as will be hereafter explained in more detail, and springably urges the spherical sealing seat 76 of the retainer 74 into pivotal sealing engagement with the housing lip 72. Conveniently, the spring 78 comprises a conical spring with its narrower end in bearing engage-ment with the base plate 77 to axially pre-load the retainer 74 without significant cocking or tilting with respect to the housing lip. Importantly, the base plate 77 of the re-tainer 74 is axially spaced a suitable distance from the lower extent of the housing 38, as indicated by arrow 80, to allow the retainer 74 to shift angularly with respect to the housing lip 72. With this construction, the retainer 74 and housing lip 72 together form a gimbal for accom-modating angular deviation of the rod 58 while maintaining arelatively tight gas seal between the retainer and the lip.
The spherical sealing seat 76 of the retainer 74 blends downwardly into a generally cylindrical portion 82 concentrically carried about the actuator rod 5~. The cylindrical portion 82 internally carries an annular bushing 84 of a suitable resinous material or the like which is received about the shaft 58 and configured to allow sealed axial motion of the shaft with respect thereto. The bushing 84 is held in position as by crimping indicated '~
., i77 at 86 to prevent axial bushing displacement. Accordingly, in operation, sealed axial sliding motion of the rod 58 is allowed with respect to the bushing 84, and angular shifting say through an arc of about 10 as indicated by arrow 85 is accommodated between the retainer sealing seat 76 and housing lip 72.
In operation, the diaphragm 48 is subjected to a predetermined pressured differential by means of hose fittings 67 and 69 suitably mounted on the housing 38 in alignment with a pair of ports 88 and 90 respectively opening into the chambers 50 and 52. In this manner, a first pressure from one source is applied to the chamber 50, and a second pressure from a second source (which may comprise a vacuum) is applied to the chamber 52 whereby the diaphragm movably responds to variations in the pressure differential applied thereto.
Importantly, this pressure differential must exceed a predetermined threshold as governed by the characteristics of the biasing spring 78 before diaphragm movement occurs.
By way of a specific example in one application of the actuator 10, discharge pressure from the compressor 18 or engine intake manifold pressure is supplied to the upper chamber 50 via the fitting 67, and compressor inlet negative pressure is supplied to the lower chamber 52 via the fitting 69. In this manner, during engine operation, substantial positive ~ressure is applied to the chamber 50, whereas a subatmospheric pressure is applied to the chamber 52. When this pressure differential exceeds the predeter-mined threshold, the differential urges the diaphraym ~8 to shiEt downwardly and thereby axially displaces -the piston member 54 and the actuator rod 58. Any angular motion required to SWi.rlCJ the crank arm 36 (Fig. 1) to open or close the control valve withln the turbine 2~ is accommodated by pivotal movement between the 30 sealiny seat 76 of the retainer 74 and the housing lip 72. ~E
course, during such pivoting or shi.Eting mo-tions, the spr:ing 78 springably maintains the retainer 7~ in sealing contac~ wlth the housing lip 72.
The control actuator of this invention may include a wide variety of modifications and improvements within the scope of the invention. For example, the valve assembly 32 may comprise any of a wide variety of valve assemblies including wastegate, blow-off and pop-off valves or the like. Accordingly, no limitation on the invention set forth herein is intended except by way of the appended claims.
'
Claims (30)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. A turbocharger control actuator comprising a housing; a pressure responsive diaphragm dividing said housing into a pair of chambers; an actuator rod having one end coupled to said diaphragm for movement therewith and extending therefrom out of said housing through an opening formed in said housing; sealing means pivotally received through said opening and including an annular retainer with a sealing seat in pivotally sealing bearing engagement with said housing adjacent said opening for accommodating angular movement of said rod, and a cylin-drical portion concentrically received about said rod, and including bushing means concentrically secured within said cylindrical portion and slidably received about said rod for allowing sliding sealed axial movement of said rod;
and spring means compressively retained between said diaphragm and said sealing means for predeterminably biasing said diaphragm and for urging said sealing means into pivotally sealing relation with said housing.
and spring means compressively retained between said diaphragm and said sealing means for predeterminably biasing said diaphragm and for urging said sealing means into pivotally sealing relation with said housing.
2. A turbocharger control actuator as set forth in claim 1 including means for subjecting said diaphragm to a selected pressure differential, said rod being coupled to said diaphragm for movement therewith and extending therefrom through one of said chambers and out of said housing.
3. A turbocharger control actuator as set forth in claim 1 wherein said annular retainer comprises a one-piece retainer having at one end said cylindrical portion concentrically received about said rod, said sealing seat being generally spherical-shaped and in pivotally bearing engagement with said housing adjacent said opening, and at the other end a base plate extending radially outwardly from said sealing seat within said housing.
4. A turbocharger control actuator as set forth in claim 3 wherein said base plate is spaced from said housing to accommodate pivotal movement of said retainer and rod with respect to said housing.
5. A turbocharger control actuator comprising a housing; a pressure responsive diaphragm dividing said housing into a pair of chambers; an actuator rod having one end coupled to said diaphragm for movement therewith and extending therefrom out of said housing through an opening formed in said housing; sealing means comprising an annular retainer including a sealing seat in pivotally bearing engagement with said housing adjacent said opening, and a cylindrical portion concentrically received about said rod; spring means compressively retained between said diaphragm and said retainer for predeterminably biasing said diaphragm and for urging said sealing seat into sealing engagement with said housing to maintain said retainer and housing in pivotally sealing relation; and bushing means concentrically secured within said cylindrical portion and slidably received about said rod for maintaining said retainer and said rod in slidably sealing relation.
6. A turbocharger control actuator as set forth in claim 5 wherein said retainer includes a base plate exten-ding radially outwardly from said sealing seat within said housing for supportively retaining one end of said spring means.
7. A turbocharger control actuator as set forth in claim 1 or 5 wherein said spring means comprises a spring having a generally conical configuration the narrower end of said spring being in bearing engagement with said sealing means,
8. A turbocharger control actuator as set forth in claim 1 or 5 wherein said sealing seat is formed to have a generally spherical configuration.
9. A turbocharger control actuator as set forth in claim 1 or 5 further including a housing lip formed con-centrically about said opening and configured for matingly and sealingly engaging said sealing seat of said retainer.
10. In a turbocharger control actuator having a housing, a pressure responsive diaphragm dividing said housing into a pair of chambers, and an actuator rod coupled to said diaphragm for movement therewith and extending therefrom out of said housing through an opening formed in said housing, a method of sealing the passage of said rod through said opening to allow axial and angular movement of said rod comprising the steps of forming an annular retainer to have a sealing seat and a generally cylindrical portion;
positioning said retainer with said sealing seat in pivot-ally bearing engagement with said housing adjacent said opening, and said cylindrical portion concentrically surrounding said rod; predeterminably biasing said diaph-ragm and urging said sealing seat into pivotally sealing engagement with said housing with a spring compressively retained between the diaphragm and the retainer; and sealing said cylindrical portion with respect to said rod by securing a bushing within said retainer cylindrical portion and slidably over said rod to allow axial sealed sliding rod movement with respect to said cylindrical portion.
positioning said retainer with said sealing seat in pivot-ally bearing engagement with said housing adjacent said opening, and said cylindrical portion concentrically surrounding said rod; predeterminably biasing said diaph-ragm and urging said sealing seat into pivotally sealing engagement with said housing with a spring compressively retained between the diaphragm and the retainer; and sealing said cylindrical portion with respect to said rod by securing a bushing within said retainer cylindrical portion and slidably over said rod to allow axial sealed sliding rod movement with respect to said cylindrical portion.
11. The method of claim 10 including the step of forming said retainer to have a base plate extending radially out-wardly from said sealing seat within said housing, and including supportively retaining one end of said spring in bearing engagement with said base plate.
12. The method of claim 11 including forming said spring to have a generally conical configuration, and positioning the narrower end of said spring in engagement with said base plate.
13. The method of claim 11 including axially spacing said base plate from said housing to accommodate pivotal movement of said retainer with respect to said housing.
14. The method of claim 10 including forming said retainer to have a generally spherical-shaped sealing seat.
15. The method of claim 14 including forming a lip on said housing about said opening, said positioning step comprising positioning said sealing seat and said lip in mating engagement with each other.
16. A turbocharger control actuator comprising a housing; a diaphragm dividing said housing into a pair of chambers; means for supplying pressure from different sources to said chambers to apply a pressure differential to said diaphragm; an actuator rod having one end coupled to said diaphragm for movement therewith and extending therefrom through one of said chambers and out of said housing through an opening formed in said housing; a one-piece annular retainer having a cylindrical portion concen-trically received about said rod, a generally spherical-shaped sealing seat in pivotally bearing engagement with said housing adjacent said opening, and a base plate exten-ding radially outwardly from said sealing seat within said housing; bushing means secured within said cylindrical portion and slidably received about said rod for maintaining said retainer and rod in slidably sealing relation; and spring means compressively retained between said diaphragm and said base plate for predeterminably biasing said diaphragm and for urging said sealing seat into pivotally sealing relation with said housing, said housing including a housing lip formed concentrically about said opening and configured for mating sealing engagement with said seat.
17. In a turbocharger control actuator having a housing, a pressure responsive diaphragm dividing said housing into a pair of chambers, and an actuator rod coupled to said diaphragm for movement therewith and extending therefrom out of said housing through an opening formed in said housing, a method of sealing the passage of said rod through said opening to allow axial and angular movement of said rod comprising the steps of forming an annular retainer to have a generally spherical-shaped sealing seat, a cylindrical portion, and a base plate extending radially outwardly from said sealing seat; forming a lip on said housing about said opening and configured for mating sealing engagement with said retainer sealing seat; positioning said retainer with said sealing seat in pivotally bearing engage-ment with said housing lip adjacent said opening, said cylindrical portion concentrically surrounding said rod, and said base plate disposed within said housing; springably biasing said diaphragm and urging said sealing seat into pivotally bearing engagement with said housing lip with spring means compressively retained between said diaphragm and said base plate; and sealing said cylindrical portion with respect to said rod by slidably and sealably positioning a bushing on said rod, and securing said bushing within said retainer cylindrical portion.
18. A turbocharger control actuator comprising a housing;
a pressure responsive diaphragm dividing said housing into a pair of chambers; an actuator rod having one end coupled to said diaphragm for movement therewith and extending there-from out of said housing through an opening formed in said housing; sealing means including a one-plece annular retainer having at one end a cylindrical portion concentrically received about said rod, an intermediate portion with a generally spherically-shaped sealing seat in pivotally bearing engagement with said housing adjacent said opening for accommodating angular movement of said rod, and bushing means secured within said cylindrical portion and slidably received about said rod for maintaining said retainer and rod in slidably sealing relation for allowing sealed axial movement of said rod; and spring means compressively retained between said diaphragm and said sealing means for predeterminably biasing said diaphragm and for urging said sealing seat of said sealing means into pivotally sealing relation with said housing.
a pressure responsive diaphragm dividing said housing into a pair of chambers; an actuator rod having one end coupled to said diaphragm for movement therewith and extending there-from out of said housing through an opening formed in said housing; sealing means including a one-plece annular retainer having at one end a cylindrical portion concentrically received about said rod, an intermediate portion with a generally spherically-shaped sealing seat in pivotally bearing engagement with said housing adjacent said opening for accommodating angular movement of said rod, and bushing means secured within said cylindrical portion and slidably received about said rod for maintaining said retainer and rod in slidably sealing relation for allowing sealed axial movement of said rod; and spring means compressively retained between said diaphragm and said sealing means for predeterminably biasing said diaphragm and for urging said sealing seat of said sealing means into pivotally sealing relation with said housing.
19. A turbocharger control actuator comprising a housing;
pressure responsive means within said housing; an actuator rod having one end coupled to said pressure responsive means for movement therewith and extending therefrom out of said housing through an opening formed in said housing; and sealing means pivotally received through said opening in sealing bearing engagement with said housing for accommodating angular movement of said rod, and slidably received about said rod for allowing sealed axial movement of said rod; said sealing means comprising an annular retainer including a sealing seat in pivotally bearing engagement with said housing adjacent said opening, a cylindrical portion concentrically received about said rod, first means comprising a spring for urging said sealing seat into sealing engagement with said housing to maintain said retainer and housing in pivotally sealing relation, and second means concentrically secured within said sealing drical portion and slidably received about said rod for maintaining said retainer and rod in slidably sealing relation; and said pressure responsive means comprising a diaphragm dividing said housing into a pair of chambers, with said spring being compressively retained between said diaphragm and said retainer for predeterminably biasing said diaphragm and for urging said sealing seat of said retainer into pivotally sealing relation with said housing.
pressure responsive means within said housing; an actuator rod having one end coupled to said pressure responsive means for movement therewith and extending therefrom out of said housing through an opening formed in said housing; and sealing means pivotally received through said opening in sealing bearing engagement with said housing for accommodating angular movement of said rod, and slidably received about said rod for allowing sealed axial movement of said rod; said sealing means comprising an annular retainer including a sealing seat in pivotally bearing engagement with said housing adjacent said opening, a cylindrical portion concentrically received about said rod, first means comprising a spring for urging said sealing seat into sealing engagement with said housing to maintain said retainer and housing in pivotally sealing relation, and second means concentrically secured within said sealing drical portion and slidably received about said rod for maintaining said retainer and rod in slidably sealing relation; and said pressure responsive means comprising a diaphragm dividing said housing into a pair of chambers, with said spring being compressively retained between said diaphragm and said retainer for predeterminably biasing said diaphragm and for urging said sealing seat of said retainer into pivotally sealing relation with said housing.
20. A turbocharger control actuator as set forth in claim 19 wherein said retainer includes a base plate extending radially outwardly from said sealing seat within said housing for supportively retaining one end of said spring.
21. A turbocharger control actuator comprising a housing; pressure responsive means within said housing; an actuator rod having one end coupled to said pressure responsive means for movement therewith and extending therefrom out of said housing through an opening formed in said housing; an annular retainer including a sealing seat in pivotally bearing engagement with said housing adjacent said opening, and a cylindrical portion concentrically received about said rod; first means comprising a spring compressively retained between said retainer and said pressure responsive means for urging said sealing seat into sealing engagement with said housing to maintain said retainer and housing in pivotally sealing relation; and second means concentrically secured within said cylindrical portion and slidably received about said rod for maintaining said retainer and said rod in slidably sealing relation;
said retainer including a base plate extending radially outwardly from said sealing seat within said housing for supportively retaining one end of said spring.
said retainer including a base plate extending radially outwardly from said sealing seat within said housing for supportively retaining one end of said spring.
22. A turbocharger control actuator comprising a housing pressure responsive means within said housing; an actuator rod having one end coupled to said pressure responsive means for movement therewith and extending therefrom out of said housing through an opening formed in said housing; and sealing means pivotally received through said opening in sealing bearing engagement with said housing for accommodating angular movement of said rod, and slidably received about said rod for allowing sealed axial movement of said rod; said sealing means comprising a one-piece annular retainer having at one end a cylindrical portion concentrically received about said rod, an intermediate generally spherical-shaped sealing seat in pivotally bearing engagement with said housing adjacent said opening, and at the other end a base plate extending radially outwardly from said sealing seat within said housing and spaced from said housing to accommodate pivotal movement of said retainer and rod with respect to said housing; bushing means secured within said cylindrical portion and slidably received about said rod for maintain-ing said retainer and rod in slidably sealing relation; and spring means for bearingly engaging said base plate for urging said sealing seat into pivotally sealing relation with said housing.
23. A turbocharger control actuator comprising a housing; pressure responsive means within said housing; an actuator rod having one end coupled to said pressure responsive means for movement therewith and extending therefrom out of said housing through an opening formed in said housing; a one-piece annular retainer having a cylindrical portion concentrically received about said rod, a generally spherical-shaped sealing seat in pivotally bearing engagement with said housing adjacent said opening, and a base plate extending radially outwardly from said sealing seat within said housing and spaced from said housing to accommodate pivotal movement of said retainer and rod with respect to said housing; bushing means secured within said cylindrical portion and slidably received about said rod for maintaining said retainer and rod in slidably sealing relation; and spring means for bearingly engaging said base plate for urging said sealing seat into pivotally sealing relation with said housing.
24. A turbocharger control actuator comprising a housing; pressure responsive means within said housing;
an actuator rod having one end coupled to said pressure responsive means for movement therewith and extending there-from out of said housing through an opening formed in said housing; and sealing means pivotally received through said opening in sealing bearing engagement with said housing for accommodating angular movement of said rod, and slidably received about said rod for allowing sealed axial movement of said rod; said sealing means comprising an annular retainer including a sealing seat in pivotally bearing engagement with said housing adjacent said opening, a cylindrical portion concentrically received about said rod, first means for urging said sealing seat into sealing engagement with said housing to maintain said retainer and housing in pivotally sealing relation, and second means concentrically secured within said cylindrical portion and slidably received about said rod for maintaining said retainer and rod in slidably sealing relation; and a housing lip being formed concentrically about said opening and configured for matingly and sealing engaging said sealing seat of said retainer.
an actuator rod having one end coupled to said pressure responsive means for movement therewith and extending there-from out of said housing through an opening formed in said housing; and sealing means pivotally received through said opening in sealing bearing engagement with said housing for accommodating angular movement of said rod, and slidably received about said rod for allowing sealed axial movement of said rod; said sealing means comprising an annular retainer including a sealing seat in pivotally bearing engagement with said housing adjacent said opening, a cylindrical portion concentrically received about said rod, first means for urging said sealing seat into sealing engagement with said housing to maintain said retainer and housing in pivotally sealing relation, and second means concentrically secured within said cylindrical portion and slidably received about said rod for maintaining said retainer and rod in slidably sealing relation; and a housing lip being formed concentrically about said opening and configured for matingly and sealing engaging said sealing seat of said retainer.
25. A turbocharger control actuator comprising a housing; pressure responsive means within said housing; an actuator rod having one end coupled to said pressure respon-sive means for movement therewith and extending therefrom out of said housing through an opening formed in said housing;
an annular retainer including a sealing seat in pivotally bearing engagement with said housing adjacent said opening, and a cylindrical portion concentrically received about said rod; first means for urging said sealing seat into sealing engagement with said housing to maintain said retainer and housing in pivotally sealing relation; second means concen-trically secured within said cylindrical portion and slidably received about said rod for maintaining said retainer and said rod in slidably sealing relation; and a housing lip formed concentrically about said opening and configured for matingly and sealingly engaging said sealing seat of said retainer.
an annular retainer including a sealing seat in pivotally bearing engagement with said housing adjacent said opening, and a cylindrical portion concentrically received about said rod; first means for urging said sealing seat into sealing engagement with said housing to maintain said retainer and housing in pivotally sealing relation; second means concen-trically secured within said cylindrical portion and slidably received about said rod for maintaining said retainer and said rod in slidably sealing relation; and a housing lip formed concentrically about said opening and configured for matingly and sealingly engaging said sealing seat of said retainer.
26. A turbocharger control actuator comprising a housing; pressure responsive means within said housing; an actuator rod having one end coupled to said pressure responsive means for movement therewith and extending therefrom out of said housing through an opening formed in said housing; a one-piece annular retainer having a cylindrical portion concentrically received about said rod, a generally spherical-shaped sealing seat in pivotally bearing engagement with said housing adjacent said opening, and a base plate extending radially outwardly from said sealing seat within said housing; bushing means secured within said cylindrical portion and slidably received about said rod for maintaining said retainer and rod in slidably sealing relation; spring means for bearingly engaging said base plate for urging said sealing seat into pivotally sealing relation with said housing; and a housing lip formed concentrically about said opening and configured for matingly and sealingly engaging said sealing seat of said retainer.
27. In a turbocharger control actuator having a housing, pressure responsive means within said housing, and an actuator rod coupled to said pressure responsive means for movement therewith and extending therefrom out of said housing through an opening formed in said housing, a method of sealing the passage of said rod through said opening to allow axial and angular movement of said rod comprising the steps of forming an annular retainer to have a sealing seat and a generally cylindrical portion; positioning said retainer with said sealing seat in pivotally bearing engagement with said housing adjacent said opening, and said cylindrical portion concentrically surrounding said rod; securing said sealing seat into pivotally sealing engagement with said housing comprising positioning a spring under compression between said pressure responsive means and said retainer; and sealing said cylindrical portion with respect to said rod to allow axial sliding rod movement with respect to said cylindrical portion, said retainer being formed to have a base plate extending radially outwardly from said sealing seat within said housing, and one end of said spring being supportively retained in bearing engagement with said base plate.
28. The method of claim 27 including forming said spring to have a generally conical configuration, and positioning the narrower end of said spring in engagement with said base plate.
29. The method of claim 27 including axially spacing said base plate from said housing to accommodate pivotal movement of said retainer with respect to said housing.
30. In a turbocharger control actuator having a housing, pressure responsive means within said housing, and an actuator rod coupled to said pressure responsive means for movement therewith and extending therefrom out of said housing through an opening formed in said housing, a method of sealing the passage of said rod through said opening to allow axial and angular movement of said rod comprising the steps of forming an annular retainer to have a generally spherical-shaped sealing seat, a cylindrical portion, and a base plate extending radially outwardly from said sealing seat forming a lip on said housing about said opening and configured for mating sealing engagement with said retainer sealing seat; positioning said retainer with said sealing seat in pivotally bearing engagement with said housing lip adjacent said opening, said cylindrical portion concent-rically surrounding said rod, and said base plate disposed within said housing; springably biasing said pressure responsive means and urging said sealing seat into pivotally bearing engagement with said housing lip with spring means compressively retained between said pressure responsive means and said base plate; ancd sealing said cylindrical.
portion with respect to said rod by slidably and sealably positioning a bushing on said rod, and securing said bushing within said retainer cylindrical portion.
portion with respect to said rod by slidably and sealably positioning a bushing on said rod, and securing said bushing within said retainer cylindrical portion.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US047,841 | 1979-06-12 | ||
| US06/047,841 US4256019A (en) | 1979-06-12 | 1979-06-12 | Turbocharger control actuator |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1143577A true CA1143577A (en) | 1983-03-29 |
Family
ID=21951288
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000349780A Expired CA1143577A (en) | 1979-06-12 | 1980-04-14 | Turbocharger control actuator |
Country Status (10)
| Country | Link |
|---|---|
| US (1) | US4256019A (en) |
| JP (1) | JPS599735B2 (en) |
| BR (1) | BR8002963A (en) |
| CA (1) | CA1143577A (en) |
| DE (1) | DE3021717C2 (en) |
| ES (1) | ES8104497A1 (en) |
| FR (1) | FR2458684B1 (en) |
| GB (1) | GB2052638B (en) |
| IT (1) | IT1127495B (en) |
| SE (1) | SE441618B (en) |
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| US9435630B2 (en) | 2010-12-08 | 2016-09-06 | Cts Corporation | Actuator and linear position sensor assembly |
| US8104281B2 (en) | 2011-03-09 | 2012-01-31 | Ford Global Technologies, Llc | Nested valve and method of control |
| DE102011013429B4 (en) * | 2011-03-09 | 2012-10-11 | Mtu Friedrichshafen Gmbh | Relief valve |
| PT2584235E (en) * | 2011-10-17 | 2014-04-17 | Cooper Standard Automotive D | Actuator |
| MX2015003989A (en) | 2012-10-05 | 2015-09-29 | Dayco Ip Holdings Llc | A pressure piston actuator with non-rigid shaft. |
| US10208658B2 (en) | 2013-10-15 | 2019-02-19 | Roller Bearing Company Of America, Inc. | Turbocharger wastegate actuator high temperature rod end with a spherical bearing and a method for operating the actuator |
| JP6237140B2 (en) * | 2013-11-13 | 2017-11-29 | 株式会社Ihi | Diaphragm actuator and turbocharger |
| CN104153874B (en) * | 2014-07-28 | 2016-11-23 | 常熟市强盛冲压件有限公司 | Sensitive-type turbocharger bypass driver |
| KR101655616B1 (en) * | 2014-12-15 | 2016-09-08 | 현대자동차주식회사 | Apparatus for supporting waste gate module |
| JP6572607B2 (en) * | 2015-04-24 | 2019-09-11 | 株式会社Ihi | Diaphragm actuator |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US373072A (en) * | 1887-11-15 | Steam-engine | ||
| DE172235C (en) * | ||||
| DE46204C (en) * | S. E. JARVIS in Lansing, Michigan, V. St. A | Stuffing box with ball joint for oscillating piston rods | ||
| US380488A (en) * | 1888-04-03 | Steam-engine | ||
| FR468117A (en) * | 1913-07-30 | 1914-06-29 | Societe J Termote Et G Liard | Device for sealing valve stems and other distribution parts of steam engines |
| US2356124A (en) * | 1937-03-16 | 1944-08-22 | Stieglitz Albert | Supercharger |
| US2374708A (en) * | 1942-07-25 | 1945-05-01 | Gen Electric | Control system for aircraft turbosuperchargers |
| US2728592A (en) * | 1953-04-27 | 1955-12-27 | Bendix Westinghouse Automotive | Brake chamber push rod seal |
| US3104520A (en) * | 1957-09-11 | 1963-09-24 | Garrett Corp | Turbosupercharger bypass ejector |
| US3035408A (en) * | 1960-01-04 | 1962-05-22 | Garrett Corp | Waste gate control for supercharger turbines |
| US3091077A (en) * | 1960-12-29 | 1963-05-28 | Nordberg Manufacturing Co | Engine control |
| US3096614A (en) * | 1961-03-29 | 1963-07-09 | Garrett Corp | Turbo-charger boost density control |
| US3270495A (en) * | 1963-08-14 | 1966-09-06 | Caterpillar Tractor Co | Apparatus for controlling speed and vibration of engine turbochargers |
| US3195805A (en) * | 1961-10-25 | 1965-07-20 | Garrett Corp | Turbocharger differential pressure control |
| US3196606A (en) * | 1961-10-30 | 1965-07-27 | Garrett Corp | Antidetonant control for turbocharged engines |
| FR1320107A (en) * | 1962-01-23 | 1963-03-08 | Hydromecanique Et Frottement S | Improvements to hydraulic cylinders |
| US3311030A (en) * | 1965-02-09 | 1967-03-28 | Halstead Metal Products Inc | Self-aligning packing gland arrangements |
| US3389553A (en) * | 1966-03-07 | 1968-06-25 | Garrett Corp | Combined system for aircraft engine and cabin supercharging |
| US3926094A (en) * | 1973-07-02 | 1975-12-16 | Midland Ross Corp | Air operated spring brake |
| US4005578A (en) * | 1975-03-31 | 1977-02-01 | The Garrett Corporation | Method and apparatus for turbocharger control |
| US4005579A (en) * | 1975-03-31 | 1977-02-01 | The Garrett Corporation | Turbocharger control and method |
| US4019323A (en) * | 1975-12-01 | 1977-04-26 | Caterpillar Tractor Co. | Controller for turbocharger system for internal combustion engines |
| US4075849A (en) * | 1976-09-01 | 1978-02-28 | The Garrett Corporation | Turbocharger regulator |
| US4120156A (en) * | 1977-06-08 | 1978-10-17 | The Garrett Corporation | Turbocharger control |
| US4251050A (en) * | 1977-10-18 | 1981-02-17 | The Garrett Corp. | Turbocharger control actuator |
-
1979
- 1979-06-12 US US06/047,841 patent/US4256019A/en not_active Expired - Lifetime
-
1980
- 1980-04-14 CA CA000349780A patent/CA1143577A/en not_active Expired
- 1980-05-13 BR BR8002963A patent/BR8002963A/en unknown
- 1980-05-28 JP JP55070263A patent/JPS599735B2/en not_active Expired
- 1980-05-30 GB GB8017779A patent/GB2052638B/en not_active Expired
- 1980-06-04 IT IT48882/80A patent/IT1127495B/en active
- 1980-06-05 SE SE8004229A patent/SE441618B/en not_active IP Right Cessation
- 1980-06-10 DE DE3021717A patent/DE3021717C2/en not_active Expired
- 1980-06-10 FR FR8012843A patent/FR2458684B1/en not_active Expired
- 1980-06-11 ES ES492331A patent/ES8104497A1/en not_active Expired
Also Published As
| Publication number | Publication date |
|---|---|
| US4256019A (en) | 1981-03-17 |
| JPS562423A (en) | 1981-01-12 |
| SE8004229L (en) | 1980-12-13 |
| IT1127495B (en) | 1986-05-21 |
| DE3021717A1 (en) | 1980-12-18 |
| BR8002963A (en) | 1980-12-23 |
| IT8048882A0 (en) | 1980-06-04 |
| DE3021717C2 (en) | 1986-06-19 |
| GB2052638A (en) | 1981-01-28 |
| FR2458684B1 (en) | 1986-02-21 |
| GB2052638B (en) | 1983-05-11 |
| JPS599735B2 (en) | 1984-03-05 |
| FR2458684A1 (en) | 1981-01-02 |
| ES492331A0 (en) | 1981-04-16 |
| ES8104497A1 (en) | 1981-04-16 |
| SE441618B (en) | 1985-10-21 |
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Legal Events
| Date | Code | Title | Description |
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| MKEX | Expiry |