JP2022133152A - flow control valve - Google Patents

Abstract

To stabilize flow rate characteristics during switching operation and enable a second solenoid valve to be driven with less electric power to perform duty ratio control.SOLUTION: The flow control valve includes a housing in which there are provided an inflow passage, an outflow passage, a passage chamber formed between the outflow passage and the inflow passage, an orifice restriction part formed on the outflow passage side of the passage chamber, and a valve seat formed in the passage chamber. The flow control valve further includes a first valve element for controlling a flow rate in cooperation with the orifice restriction part, and a second valve element for abutting/separating on/from the valve seat to control the flow rate, and furthermore includes a first solenoid valve for switching the position of the first valve element with the energization/non-energization of a first coil, and a second solenoid valve for controlling the position of the second valve element with duty ratio control. The switching of the first valve element in cooperation with the orifice restriction part which gives great influences to the flow rate characteristics stabilizes the flow rate characteristics during the switching operation. As a pressure cancel mechanism, a communication hole is provided in the second valve element for communicating the passage chamber with the second solenoid valve. This enables the drive of the second valve element to be opened/closed with small magnetic power while eliminating a pressure difference when opening/closing the second valve element.SELECTED DRAWING: Figure 2

Description

The present disclosure relates to a flow control valve that controls the flow rate of a fluid, for example, it is arranged in a purge passage that communicates between a canister and an intake passage downstream of a throttle valve, and is used in a purge valve that controls the flow rate of air flowing through this purge passage. preferred.

With the hybridization of vehicles, there is a demand to allow the vaporized fuel adsorbed in the canister to flow into the intake passage of the engine (purging) in a shorter period of time. On the other hand, along with hybridization, the intake negative pressure of the engine at the time of purging is decreasing (approaching atmospheric pressure).

Therefore, as prior art in Patent Document 1, a first solenoid valve that switches between an ON position that greatly opens the purge passage and an OFF position that narrows the purge passage slightly, and a coil that contacts and separates the valve seat and the valve body. (Japanese Patent Application No. 2020-26491). The flow rate of the purge air is switched by the first solenoid valve, and the flow rate of the purge air is controlled by the second solenoid valve both when the flow rate is large and when the flow rate is small.

However, since the second solenoid valve controls the duty ratio of the purge air flow not only at low flow rates but also at high flow rates, the seal between the second valve body and the valve seat is You also need to make the surface larger. Therefore, a large magnetic force is required to open the valve seat of the second solenoid valve from the closed state of the second solenoid valve. In addition, the first solenoid valve changes the flow passage area at a portion other than the orifice throttle portion. Here, since the orifice constriction has the greatest influence on the flow rate characteristics, if the flow rate is switched at a place other than the orifice constriction, it becomes unstable at the time of switching.

JP 2008-291916 A

In view of the above points, an object of the present disclosure is to enable the second solenoid valve that performs duty ratio control to be driven with less electric power. Another object of the present invention is to stabilize the flow rate characteristics at the time of switching by switching the flow rate at the orifice restrictor, which has the greatest influence on the flow rate characteristics.

A first aspect of the present disclosure is an inflow passage for inflowing fluid, an outflow passage for outflowing fluid, a passage chamber formed between the outflow passage and the inflow passage, and an outflow passage side of the passage chamber. It has a housing with an orifice restriction for restricting fluid flow and a valve seat formed in the passage chamber.

A first aspect of the present disclosure includes a first valve body disposed on the outflow passage side of the valve seat and configured to cooperate with the orifice restrictor to control the flow rate of fluid; and a second valve body that contacts and separates from the second valve body to control the fluid flow rate.

A first aspect of the present disclosure is a first coil that is excited by energization, a first stator core that forms a magnetic circuit when the first coil is energized, and a first coil that is arranged to face the first stator core with a magnetic gap interposed therebetween. and a first moving core that moves due to the excitation of and transmits the displacement accompanying the movement to the first valve body, and switches between the ON position when the first coil is energized and the OFF position when the first coil is not energized. A first solenoid valve that performs the first solenoid valve, a second coil that is excited by energization, and the second stator core are arranged opposite to each other with a magnetic gap interposed therebetween. and a second moving core, and a second electromagnetic valve that performs duty ratio control when the second coil is energized and when the second coil is not energized.

A first aspect of the present disclosure is that the second valve body is provided with a communication hole that communicates the passage chamber and the second solenoid valve, is arranged in the passage chamber of the housing, and the second valve body is separated from the valve seat. a diaphragm that communicates between the inflow passage and the outflow passage in a state in which the inflow passage and the outflow passage are in a non-communication state when the second valve body is in contact with the valve seat.

According to the first aspect of the present disclosure, as a pressure canceling mechanism, the second valve body is provided with a communication hole that communicates the passage chamber and the second solenoid valve. can be eliminated, and the second valve body can be driven to open and close with a small magnetic force.

In the first aspect of the present disclosure, the inflow passage and the outflow passage are communicated with each other in a state in which the second valve body is disengaged from the valve seat, and the second valve body is disposed in the passage chamber of the housing. Since the diaphragm is provided so that the inflow passage and the outflow passage are not communicated with each other in a state of contact with the seat, the flow rate of the fluid can be accurately controlled even if the second valve body is provided with a communication hole. can.
In the first aspect of the present disclosure, the first valve body cooperates with the orifice restrictor to switch the flow rate between the high flow rate position and the low flow rate position at the ON position and the OFF position of the second solenoid valve. Since the flow path area is switched at the orifice constriction, which has the greatest effect on the flow rate characteristics, the flow rate characteristics are stabilized when switching between a large flow rate and a small flow rate.

In a second aspect of the present disclosure, the first valve body includes a valve body throttle portion that cooperates with the orifice throttle portion to control the fluid flow rate, and a valve body passage portion that allows the fluid to flow. When the first solenoid valve is in the ON position, the first valve body is separated from the orifice throttle section, and the fluid flows through the outer periphery of the valve body throttle section and the valve body passage, and the first solenoid valve is closed. When the first valve body is in the OFF position, the valve body restricting portion of the first valve body contacts the orifice restricting portion, and the fluid flows through the valve body passage portion.

According to the second aspect of the present disclosure, it is possible to switch the flow rate to a small flow rate when the first solenoid valve is in the ON position and the first solenoid valve is in the OFF position. The switching between the large flow rate and the small flow rate in the first aspect of the present disclosure can be achieved by the valve body throttle portion and the valve body passage portion.

According to a third aspect of the present disclosure, the first valve body includes a valve body throttle portion that cooperates with the orifice throttle portion to control the fluid flow rate. Then, when the first solenoid valve is in the ON position, the first valve disc throttle portion separates from the orifice throttle portion, and a large amount of fluid flows around the valve disc throttle portion, and the first solenoid valve is in the OFF position. At one time, the first valve body has a configuration in which the valve body restricting portion approaches the orifice restricting portion and the fluid flows at a small flow rate around the outer periphery of the valve body restricting portion.

According to the third aspect of the present disclosure, it is possible to switch between a large flow rate and a small flow rate with the first electromagnetic valve without providing a valve body passage portion in the first valve body, and the configuration of the first valve body is simplified. It is possible to achieve the switching between the large flow rate and the small flow rate in the first aspect of the present disclosure, while improving efficiency.

A fourth aspect of the present disclosure further includes a rod that transmits displacement of the first moving core of the first electromagnetic valve to the first valve body. By using lots, it becomes possible to separate the position of the first solenoid valve from the position of the first valve body.

In a fifth aspect of the present disclosure, both the first solenoid valve and the second solenoid valve are arranged on the opposite side of the passage chamber from the orifice restrictor. The first solenoid valve and the second solenoid valve can be arranged in an overlapping manner.

In the sixth aspect of the present disclosure, the first solenoid valve is arranged on the side of the passage chamber facing the orifice constriction, and the second solenoid valve is arranged on the opposite side of the passage chamber from the orifice constriction. It is possible to increase the degree of freedom of the arrangement position of the first solenoid valve.

1 is a block diagram illustrating a purge system in which flow control valves of the present disclosure are used; FIG. 1 is a cross-sectional view of a flow control valve according to a first embodiment of the present disclosure; FIG. 3 is a cross-sectional view taken along line III-III of FIG. 2; FIG. FIG. 3 is a cross-sectional view of the flow control valve shown in FIG. 2 in a large flow rate state; FIG. 4 is a cross-sectional view of the flow control valve of the second embodiment of the present disclosure; FIG. 6 is a sectional view of the flow control valve shown in FIG. 5 in a large flow rate state; FIG. 10 is a cross-sectional view of a flow control valve according to a third embodiment of the present disclosure; FIG. 8 is a cross-sectional view of the flow control valve shown in FIG. 7 in a large flow rate state;

FIG. 1 illustrates the use of the flow control valve of the present disclosure when used as a purge valve 100 . Purge air containing gasoline volatilized in the fuel tank 10 flows into the canister 13 through the inlet-side purge air passage 11 and the canister 13 adsorbs the gasoline. Purge air containing gasoline from the canister 13 is supplied to the intake pipe 21 of the engine 20 through the outlet side purge air passage 14 . A purge valve 100 controls switching between supply and cutoff of the purge air flowing through the outlet-side purge air passage 14 and the flow rate during supply.

The outlet side purge air passage 14 opens downstream of the throttle valve 25 in the intake pipe 21, and the purge air containing gasoline from the canister 13 is sucked by the negative pressure of the intake air throttled by the throttle valve 25. . The canister 13 is provided with an atmosphere release valve 12 for opening to the atmosphere as required. An air filter 24 removes foreign matter from the air taken into the engine 20 .

The on/off and flow rate of purge valve 100 is controlled by engine control unit 50 . That is, since the gasoline adsorbed in the canister 13 is sucked into the engine 20 together with the gasoline from the fuel tank 10, the engine control unit 50 calculates the optimum engine combustion state and controls the flow rate of the purge valve 100. In addition, the engine control unit 50 controls the on/off of the purge valve 100 in response to information from the vehicle ECU 60 that abnormal noise generated by the control of the purge valve 100 is unlikely to be transmitted to the occupant. For example, when the vehicle is running at high speed, abnormal noise is less likely to be transmitted to the occupants.

The configuration of purge valve 100 is described below with respect to each embodiment.

(First embodiment)
As shown in FIG. 2, the purge valve 100 has a housing 110 in which a first solenoid valve 130 and a second solenoid valve 150 are arranged in series. The first electromagnetic valve 130 includes a first coil 132 wound around a resin first bobbin 131 many times. The housing 110 and the first bobbin 131 are made of resin such as polybutylene terephthalate PBT resin, polyphenylene sulfide PPS resin, nylon 66, or the like. When a drive voltage is received from a connector (not shown) and the first coil 132 is energized, the first coil 132 is excited. A first yoke 133 made of iron is arranged outside the first coil 132 so as to form a magnetic circuit at that time, and a first stator core 134 made of iron is arranged inside the first coil 132 . .

The first stator core 134 has a cylindrical shape, and a cup-shaped first moving core 135 made of iron is movably arranged inside. Since the first stator core 134 is formed with a narrowed portion 134a for narrowing the magnetic circuit, a first magnetic gap 134b is formed between the first stator core 134 and the first moving core 135, and when the first coil 132 is excited, In order to reduce the first magnetic gap 134b, the first moving core 135 is attracted upward in the figure. The first spring 136 biases the first moving core 135 in a direction opposite to the suction direction. The first spring 136 is arranged between the first moving core 135 and the first spring bearing member 137 .

The second solenoid valve 150 has approximately the same structure as the first solenoid valve 130 . A second bobbin 151 , a second coil 152 , a second yoke 153 , a second stator core 154 and a second moving core 155 are provided.

The second stator core 154 is also formed with a narrowed portion 154 a for narrowing the magnetic circuit, and a second magnetic gap 154 b is formed between the second stator core 154 and the second moving core 155 . When the second coil 152 is excited, the second moving core 155 is attracted downward in the drawing so as to reduce the second magnetic gap 154b. A second spring 156 biases the second moving core 155 in a direction opposite to the suction direction. The second spring 156 is arranged between the second moving core 155 and the second spring bearing member 157 .

A passage chamber 160 is formed in the upper portion of the housing 110 in FIG. Further, the housing 110 is formed with an inflow passage 161 to which a hose forming the outlet-side purge air passage 14 is connected, and the inflow passage 161 opens into the passage chamber 160 . A cylindrical orifice throttle portion 162 protrudes from the passage chamber 160 , and the lower end of the orifice throttle portion 162 in FIG. 2 serves as a valve seat 163 . The orifice throttle portion 162 narrows the passage diameter of the purge air so as to work together with the first valve body 170 to be described later to throttle the flow of the purge air. have the greatest effect on the flow characteristics of

The orifice narrowed portion 162 communicates with the outflow passage 164 , and the purge air flowing into the passage chamber 160 from the inflow passage 161 flows into the outflow passage 164 via the valve seat 163 and the orifice narrowed portion 162 . A hose forming the outlet side purge air passage 14 is connected to the outflow passage 164 , and the purge air is sucked from the outflow passage 164 through the hose downstream of the throttle valve 25 of the intake pipe 21 .

The first valve body 170 has a cylindrical shape with a valve body passage portion 171 through which purge air passes. 2 of the outer circumference of the first valve body 170 has a shape that can be seated against the orifice throttle part 162, forming a valve body throttle part 174. As shown in FIG. The first valve body 170 communicates with the first moving core 135 of the first electromagnetic valve 130 via a lot 172 . As shown in FIG. 3 , the rod 172 and the first valve body 170 are connected via an arm portion 173 .

A second valve body 180 is arranged in a portion of the passage chamber 160 that faces the valve seat 163 . The second valve body 180 is baked and fixed to the second moving core 155 of the second solenoid valve 150, and is made of an elastic member such as a rubber material in order to obtain sealing performance with the valve seat 163. As shown in FIG. In the present disclosure, fluororubber is used in consideration of gasoline resistance.

A communicating hole 185 is formed in the second valve body 180 , and the rod 172 passes through the communicating hole 185 . Further, the communication hole 185 balances the pressure in the passage chamber 160 and the pressure in the second solenoid valve 150 .

A diaphragm 181 that seals between the second valve element 180 and the second electromagnetic valve 150 is arranged in the passage chamber 160 . The diaphragm 181 is made of a flexible rubber material and has a ring shape. An inner circumference 182 of the diaphragm 181 is integrally formed with the second valve body, and an outer circumference 183 is engaged with the passage chamber 160 of the housing 110 .

Next, the operation of the purge valve 100 having the above configuration will be described. In the OFF position where the first coil 132 of the first electromagnetic valve 130 is not energized, the first coil 132 is not energized and the first moving core 135 is pulled away from the first stator core 134 by the first spring 136. energized. 2, the first moving core 135 is biased toward the bottom plate 111 of the housing 110. As shown in FIG. In this state, the outer circumference of the first valve body 170 is seated on the orifice throttle portion 162 . Therefore, the flow from the passage chamber 160 toward the outflow passage 164 is only through the valve element passage portion 171 of the first valve element 170 . As a result of this throttled air flow path, the flow rate along the purge valve 100 is low, in the present disclosure, on the order of 60 liters per minute.

With this small flow rate, the flow rate of purge air flowing through the purge valve 100 is further controlled by the second valve body 180 . When the second coil 152 of the second electromagnetic valve 150 is excited, a magnetic attraction force is generated in the second magnetic gap 154b between the second stator core 154 and the second moving core 155, and this magnetic attraction force acts as the second spring. Since the biasing force of 156 is exceeded, the second moving core 155 moves to the second stator core 154 side. As a result, the second valve body 180 is separated from the valve seat 163 and the purge air in the passage chamber 160 flows into the valve body passage portion 171 of the first valve body 170 . The state of FIG. 2 is a state in which the second coil 152 is energized and the second valve body 180 opens the valve seat 163 .

When the second coil 152 is de-energized from the state shown in FIG. abut. As a result, the flow of purge air from passage chamber 160 to outflow passage 164 is blocked.

The second solenoid valve 150 performs duty ratio control between a fully open state in which the valve seat 163 is opened and a fully closed state in which the valve seat 163 is closed. A state where the duty ratio is 100% is the maximum flow rate when the flow rate is small, and the purge air flow is cut off when the duty ratio is 0%. The time for duty ratio control is about 10 hertz (0.1 seconds), and the ratio between the fully open state and the fully closed state is varied within this time.

The flow rate control of the purge valve 100 when the flow rate is small has been described above. As a result, the first coil 132 is excited, and an attractive force is generated in the first magnetic gap 134 b between the first stator core 134 and the first moving core 135 of the first electromagnetic valve 130 . This attractive force is greater than that of the first spring 136, and the first moving core 135 is pulled upward as shown in FIG.

The movement of the first moving core 135 is transmitted to the first valve body 170 through the rod 172, and the first valve body 170 is separated from the orifice throttle portion 162 by about 3 mm. Therefore, the purge air that has passed through the valve seat 163 flows not only through the valve body passage portion 171 of the first valve body 170 but also through the outer periphery of the first valve body 170 to the outflow passage 164, resulting in a large flow rate. can be done. In the present disclosure, purge air flows on the order of 200 liters per minute at high flow rates. Thus, it is the orifice narrowing portion 162 that has the greatest influence on the flow rate characteristics of the purge air passing through the purge valve 100 . In the present disclosure, the orifice throttle portion 162 and the first valve body 170 cooperate to switch the flow area of the orifice throttle portion 162 between a large flow rate and a small flow rate, so the flow rate can be switched most efficiently. Therefore, the characteristics at the time of Liukyo switching between a large flow rate and a small flow rate are also stabilized.

The flow rate of the purge air is controlled by the second solenoid valve 150 even in this state of high flow rate. The duty ratio control is performed in the same manner as the control at the time of small flow rate. That is, the second solenoid valve 150 performs duty ratio control between a fully open state in which the valve seat 163 is opened and a fully closed state in which the valve seat 163 is closed. At a duty ratio of 0%, purge air flow is blocked. FIG. 4 shows a fully open state in which the second solenoid valve 150 opens the valve seat 163 .

However, the control for interrupting the purge air flow is actually performed when the flow rate is small. Therefore, the minimum flow rate of purge air when a large flow rate is applied is not 0%, but the duty ratio is adjusted so that it is about 60 liters per minute, which is the same as the maximum flow rate of purge air when a small flow rate is applied. stipulate. The duty ratio at this time is about 30%.

In the present disclosure, the control of the purge air flow rate is performed by duty ratio control of the second solenoid valve 150, regardless of whether the control is for a small flow rate or a large flow rate. Here, in order to control the flow rate of the purge air when the flow rate is large, the diameter of the valve seat 163 must be set large enough to allow a sufficient amount of purge air to flow. Therefore, if the second valve body 180 has a structure that blocks the communication between the passage chamber 160 and the second solenoid valve 150 , the differential pressure will be applied to the second valve body 180 .

Normally, the second solenoid valve 150 exists under atmospheric pressure, and on the other hand, when the second valve body 180 closes the valve seat 163, the second valve body 180 receives the intake negative pressure downstream of the throttle valve 25. It will happen. This intake negative pressure varies from a negative pressure close to the atmospheric pressure to a large negative pressure of about 80 kilopascals. Therefore, when the diameter of the second valve body 180 is increased as described above and this intake negative pressure is received, a large excitation force is required for the second coil 152 of the second solenoid valve 150, and the winding of the second coil 152 is increased. need to increase the number. As a result, the size of the purge valve 100 is increased.

In contrast, in the present disclosure, the passage chamber 160 and the second solenoid valve 150 communicate with each other through the communication hole 185, so that the second valve body 180 is not subjected to differential pressure in the forward and backward directions. It suffices to generate an exciting force capable of overcoming the biasing force of the second spring 156 and attracting the second moving core 155 toward the second stator core 154 , and a magnetic force of about 1 Newton is enough. As a result, the size of the second coil 152 can be reduced. In particular, since the second solenoid valve 150 performs duty ratio control, the smooth movement of the second valve body 180 between the fully open position and the fully closed position without being affected by the differential pressure across the front and rear is This leads to improved flow controllability.

Even if the communication hole 185 is provided in the second valve body 180 , the sealing performance when the second valve body 180 comes into contact with the valve seat 163 is ensured by the diaphragm 181 . That is, the outer circumference of the diaphragm 181 is locked by the housing 110, and the inner circumference of the diaphragm 181 is integrated with the second valve body 180. Therefore, when the second valve body 180 is seated on the valve seat 163, The passage chamber 160 (the inflow passage 161 ) and the outflow passage 164 are blocked by the diaphragm 181 .

(Second embodiment)
In the first embodiment described above, the valve body passage portion 171 is formed in the first valve body 170, and the valve body throttle portion 174 has a shape that can be seated on the orifice throttle portion 162. A simple shape can also be used as in the second embodiment. The first valve body 170 of the second embodiment has a conical shape, and a valve body passage portion is not formed therein. The outer periphery forms the valve body throttle portion 174 , but does not come into contact with the orifice throttle portion 162 .

When the flow rate is small, as shown in FIG. 5, the first coil 132 of the first electromagnetic valve 130 is not energized, the first moving core 135 is pushed downward by the first spring 136, and the bottom plate of the housing 110 is pushed downward. 111. As a result, the conical first valve body 170 approaches the orifice throttle portion 162 and the flow path between the first valve body 170 and the orifice throttle portion 162 narrows. The gap between them is set so that the purge air flow rate is as small as about 60 liters per minute. In the present disclosure, the channel area is set to correspond to a hole having a diameter of about 1.5 millimeters.

When the flow rate is large, as shown in FIG. 6, the first coil 132 of the first solenoid valve 130 is excited. As a result, the first moving core 135 is pulled up toward the first stator core 134 side, and the first valve body 170 is also pushed upward through the lot 172 . As a result, the conical first valve body 170 is separated from the orifice throttle portion 162 , and a large flow of purge air flows between the first valve body 170 and the orifice throttle portion 162 . At this time, the gap between the first valve body 170 and the orifice throttle portion 162 is set so as to provide a large flow rate of about 200 liters per minute. It is set so that

5 and 6 both show a state in which the second solenoid valve 150 is in an excited state and the second valve body 180 is in the fully open position. The duty ratio control of the second solenoid valve 150 is the same as in the first embodiment.

(Third Embodiment)
In the above-described embodiments, the first solenoid valve 130 and the second solenoid valve 150 are arranged in one housing 110 and are arranged on the same side with respect to the passage chamber 160 . In the third embodiment, as shown in FIGS. 7 and 8, the housing 110 is separated into a first housing 112 in which the first solenoid valve 130 is arranged and a second housing 113 in which the second solenoid valve 150 is arranged. , a connection housing 114 is interposed therebetween. The inflow passage 161 and the passage chamber 160 are formed in the second housing 113 , and the passage chamber 160 and the second solenoid valve 150 are communicated with each other through the communication hole 185 of the second valve body 180 . No pressure is generated, as in the above-described embodiment.

FIG. 7 shows a small amount state in which the first coil 132 of the first solenoid valve 130 is not energized. In this state, the first moving core 135 is pushed downward in the figure by the biasing force of the first spring 136 , and the outer peripheral valve body throttle portion 174 of the first valve body 170 is seated on the orifice throttle portion 162 . there is Therefore, the purge air flows only through the valve body passage portion 171 of the first valve body 170 . The operation is similar to that of the first embodiment shown in FIG. 2, although the location of lot 172 is different. In the third embodiment, an O-ring 175 is arranged in the valve body throttle portion 174 on the outer circumference of the first valve body 170 in order to improve the sealing performance when the first valve body 170 is seated and to mitigate the impact when the first valve body 170 is seated. ing. Of course, instead of the O-ring 175, an elastic member made of rubber material or the like may be arranged.

FIG. 8 shows a high flow rate state, in which the first coil 132 of the first solenoid valve 130 is energized. As a result, the magnetic attraction force generated in the first magnetic gap 134a pulls the first moving core 135 upward in the figure, and the valve body throttle portion 174 on the outer periphery of the first valve body 170 and the valve body passage portion 171 both move. Purge air flows.

7 and 8 both show a state in which the second valve element 180 is in the fully open position with the second solenoid valve 150 being excited. It is the same as the embodiment and the second embodiment.

As a modification of the third embodiment, when the distance between the first valve body 170 and the first moving core 135 of the first electromagnetic valve 130 is reduced, the lot 172 is also eliminated and the first moving core 135 moves the first valve. It is also possible to displace body 170 directly.

(Other embodiments)
In the above disclosure, the second valve body 180 and the diaphragm 181 are integrally molded with the same fluororubber, but they can be made as separate members. In the above disclosure, the second valve body 180 is baked and fixed to the second moving core 155 of the second solenoid valve 150, but a connecting member is interposed between the second moving core 155 and the second valve body 180. may

In addition, the purge valve 100 is a desirable example of use of the flow control valve of the present disclosure, but the present disclosure is widely used as a control valve capable of switching between a large flow rate and a small flow rate and capable of controlling both the large flow rate and the small flow rate. have a use.

100 Purge valve 110 Housing 130 First solenoid valve 150 Second solenoid valve 160 Passage chamber 161 Inflow passage 162 Orifice restrictor 163 Valve seat 170 First valve body 180 Second valve body 185 Communication hole

Claims (6)

An inflow passage for inflowing fluid, an outflow passage for outflowing fluid, a passage chamber formed between the outflow passage and the inflow passage, and a passage chamber formed on the outflow passage side of the passage chamber to limit the flow rate of the fluid. a housing having an orifice constriction and a valve seat formed in the passage chamber;
a first valve body disposed closer to the outflow passage than the valve seat and cooperating with the orifice restrictor to control a fluid flow rate;
a second valve body disposed closer to the passage chamber than the valve seat and configured to come into contact with and separate from the valve seat to control a fluid flow rate;
a first coil that is excited by energization; a first stator core that forms a magnetic circuit when the first coil is energized; and a first moving core for transmitting displacement to the first valve body, the first solenoid valve for switching between an ON position when the first coil is energized and an OFF position when the first coil is not energized. When,
a second coil that is excited by energization; and a second moving core that is opposed to the second stator core with a magnetic gap therebetween and moves by the excitation of the second coil and transmits the displacement associated with the movement to the second valve body. and a second solenoid valve that performs duty ratio control when the second coil is energized and when the second coil is not energized,
The second valve body is provided with a communication hole for communicating the passage chamber and the second solenoid valve,
Disposed in the passage chamber of the housing, the second valve body is separated from the valve seat so that the inflow passage and the outflow passage are communicated with each other, and the second valve body is connected to the valve seat. A flow control valve, comprising: a diaphragm that brings the inflow passage and the outflow passage into a non-communicating state by contacting with the diaphragm. The first valve body includes a valve body throttling portion that cooperates with the orifice throttling portion to control a fluid flow rate, and a valve body passage portion that allows the fluid to pass through,
When the first solenoid valve is in the ON position, the first valve body has the valve body restricting portion separated from the orifice restricting portion and the fluid flows through the outer circumference of the valve body restricting portion and the valve body passage,
2. When said first solenoid valve is in said OFF position, said first valve body is characterized in that said valve body restricting portion contacts said orifice restricting portion and fluid flows through said valve body passage portion. The flow control valve described in . The first valve body includes a valve body throttle section that cooperates with the orifice throttle section to control a fluid flow rate,
when the first solenoid valve is in the ON position, the first valve body has the valve body restricting portion separated from the orifice restricting portion and a large amount of fluid flows along the outer periphery of the valve body restricting portion;
When the first solenoid valve is in the off position, the first valve body is characterized in that the valve body restricting portion approaches the orifice restricting portion, and a small amount of fluid flows around the outer periphery of the valve body restricting portion. The flow control valve according to claim 1. 4. The flow control valve according to any one of claims 1 to 3, further comprising a rod for transmitting displacement of said first moving core of said first solenoid valve to said first valve body. 5. The flow control valve according to any one of claims 1 to 4, wherein both the first electromagnetic valve and the second electromagnetic valve are arranged on the opposite side of the passage chamber from the orifice throttle portion. The first electromagnetic valve is arranged on the orifice throttle portion side of the passage chamber,
The flow control valve according to any one of claims 1 to 4, wherein the second solenoid valve is arranged on the opposite side of the passage chamber from the orifice throttle portion.

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