55557806 / 55577092 APC Boost Pressure Control Valve
55557806 / 55577092 APC Boost Pressure Control Valve SAAB / Pierburg type is a two-position three-way Solenoid Valve. The nozzles are respectively connected to a high pressure air end (downstream of the supercharger), a low pressure air end (upstream of the supercharger), and a supercharger diaphragm actuator. The on/off of the boost pressure control solenoid valve is controlled by the engine control module. When the solenoid valve is de-energized, the left chamber of the diaphragm actuator is in communication with the low pressure air end. When the solenoid valve is energized, the left chamber of the diaphragm actuator is in communication with the high pressure air end.
Technical parameter of 55557806/55577092 APC Boost Pressure Control Valve:
| OEM number | 55557806 / 55577092 |
| Normal voltage | DC12V, ±10% (Or customized) |
Working voltage
| 8V - 16V
|
| Normal resistance | 23 ± 2°, 23 ± 1.2Ω (a 300Ω resistance of parallel windings) |
| Material | Plastic, Brass |
| Connection | DEUTCH |
| Working temperature | -40°C to 180°C |
| Dimension | 71mm x 48.3mm x 40mm |
Duty ratio
| 0-100% |
| Test point 1: air pressure is 68±8KPa when duty ratio is (30±1)% Test point 2: air pressure is 3-15KPa when duty ratio is (80±1)% |
Overall dimension of 55557806 Pierburg Type Turbo Boost Pressure Control Solenoid Valve:
Connection and detail display of 55577092 SAAB Type Boost Pressure Control Valve:
Application display of Opel Type Apc Turbo Boost Pressure Control Solenoid Valve:
How to repair the engine turbo pressure too low:
At present, all the BMWs are using turbocharged engines. I believe that everyone is familiar with the [supercharge pressure regulation, credibility: low pressure" fault. This fault will lead to engine acceleration, power loss, transmission system failure, etc. The question, what exactly are those components?
First understand the principle flow of the pressurization:
Engine boost pressure control involves the following parameters: intake air temperature, engine speed, throttle position, atmospheric pressure, intake manifold pressure, and pressure before the throttle. The DME control module controls the electronically controlled pneumatic pressure transducer (EPDW) according to the boosting demand. The EPDW is used to control the vacuum actuator, and the vacuum actuator is the key to the opening and closing of the wastegate valve. When closed, the exhaust gas will enter the turbine of the turbocharger to pressurize; when the waste bypass valve is opened, the exhaust gas will directly enter the exhaust pipe and be discharged outside the vehicle, using the Euro 6 emission engine, one click directly Replaced the use of EPDW and actuators. Know the principle of supercharging, the problem can be solved, according to the following fault priority check:
1. The vacuum supply unit is faulty or the Euro 6 emission motor is faulty.
a) Vacuum pump damage
To pressurize, the wastegate valve must be closed. This valve should be closed. The vacuum pressure of the vacuum accumulator in the valve chamber cover must be strong enough (above 80k Pa), while the vacuum accumulator and brake boost vacuum The pressure is generated by the engine-driven vacuum pump. If the vacuum pump is damaged, the negative pressure will not be generated, the waste bypass valve will normally open, and the boost pressure will of course be lowered.
b) There is air leakage in the pipeline of the vacuum supply device, including the following aspects
- The vacuum pump to the pipeline of the vacuum accumulator;
- Vacuum pressure accumulator in the valve cover;
- The pipeline from the vacuum pressure accumulator to the electro-pneumatic pressure transducer (EPDW);
- EPDW valve itself;
- The pipeline from EPDW to the wastegate valve;
2. Charge air duct leaks Mainly due to leakage caused by poor sealing, especially the position of the air duct connection before and after the intercooler, the installation is not easy to cause poor sealing, or the aging of the sealing ring is broken, resulting in air leakage, and the intercooler itself should be inspected. 3. Three-way catalytic exhaust back pressure is too high For example, the three-way catalytic converter is clogged, the exhaust gas is not discharged smoothly, and the back pressure of the exhaust pipe is too high, which hinders the normal rotation of the exhaust gas turbine, thereby causing the supercharging pressure to be too low; 4. Other air intake components leak Failure of the fuel tank ventilation system or piping to the intake system, failure of the crankcase forced ventilation system, and air leakage. 5. Pressure reducing valve on the turbocharger The pressure reducing valve works by quickly closing the throttle door to prevent the pumping air from appearing in the boosting system, and the protection increases the system components. However, the pressure reducing valve is also sealed by a rubber diaphragm, and the air leaks due to a long time. 6. Exhaust gas turbocharger itself is faulty The wastegate valve on the supercharger is stuck or leaked, and the turbocharger itself is not damaged by the supercharging effect, such as the turbo stuck, and the turbo stuck is generally caused by the supercharger lubrication or poor cooling. 7. Supercharged pressure sensor failure A general boost pressure sensor and an intake air temperature sensor are integrated to install a charge air tube to provide boost pressure and charge air temperature information to the DME;
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