JPH09291869A - Fluid control valve - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a fluid control valve able to control the flow rate in two directions and having high reliability. SOLUTION: A fluid control valve 100 measures the flow rate of fluid by a valve 124 constituted of an inflow passage 114 and a plurality of outflow passages 116, 118 and arranged on the way of a fluid passage. The flow rate of fluid is controlled by forward and backward moving a shaft 130 fixed to the valve 124 in the axial direction. The opening parts of the outflow passages 116, 118 are opened in the direction perpendicular to the forward and backward moving direction of the shaft 130, a flat surface part 124c of the valve 124 is brought in direct-contact with the opening part of the outflow passage 122 and opens and closes the opening part, a cylindrical part 124b is slidably fitted inside the opening part, fitting of the opening part to the cylindrical part 124b is released by the forward and backward movement of the shaft 130, and the opening part is opened and closed.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fluid control valve for controlling a fluid flow rate, and more particularly to a fluid control valve suitable for use as an actuator for controlling an automobile engine.

[0002]

2. Description of the Related Art Among conventional fluid control valves, one in which the flow rate of fluid in two directions is controlled by one actuator is, for example, one actuator as described in JP-A-7-189876. Accordingly, there is known one in which two valve bodies are independently driven to control the flow rate of fluid in two directions.

[0003]

In such a conventional fluid control valve, two valve bodies are used to control the fluid in two directions. Therefore, since a plurality of valve elements are required and a mechanism for shifting the operation timing of one valve element with respect to the operation timing of the other valve element is required, the number of parts constituting the fluid control valve is increased. However, there is a problem in that the reliability of the fluid control valve is reduced as a result, since the number of components increases and the structure becomes complicated.

An object of the present invention is to provide a fluid control valve which is capable of controlling the flow rate in two directions and has high reliability.

[0005]

In order to achieve the above-mentioned object, the present invention has a valve body arranged in the middle of a fluid flow path for measuring the flow rate of a fluid, and a shaft fixed to the valve body. In a fluid control valve having a driving force source for advancing and retracting in a direction to control the flow rate of the fluid flowing through the fluid flow path, the fluid flow path is composed of a plurality of fluid flow paths, and one of the valve bodies is
The flow rate of the fluid flowing through the plurality of fluid flow paths is independently measured. With such a configuration, the number of valve bodies is one, and therefore the reliability can be improved.

In the above fluid control valve, preferably, the fluid flow path is composed of one inflow passage and a plurality of outflow passages, and the openings of the plurality of outflow passages are orthogonal to the forward and backward directions of the shaft. The one valve body is a multi-stage cylindrical shape having a flat surface portion and a cylindrical portion, and the flat surface portion is in direct contact with at least one of the opening portions, The opening is opened and closed, and the cylindrical portion is slidably fitted inside the remaining opening of the opening, and the forward movement of the shaft causes the fitting of the opening and the cylindrical portion. The opening is opened and closed when it is out of alignment.

In the above fluid control valve, preferably, the flat surface portion is a flat surface portion orthogonal to the advancing / retreating direction of the shaft.

In the above fluid control valve, preferably, the flat surface portion is a taper portion formed by a surface inclined with respect to the advancing / retreating direction of the shaft. With such a configuration, the saturation of the flow rate characteristic is achieved. It will not happen.

In the above fluid control valve, preferably, the fluid flow path is composed of one inflow passage and a plurality of outflow passages, and an opening portion of at least one outflow passage of the plurality of outflow passages is formed in the shaft. It has a window-shaped opening end that is open parallel to the advancing / retreating direction, and the openings of the other outflow passages are opening in a direction orthogonal to the advancing / retreating direction of the shaft, and the one valve element is It is a multi-stage cylindrical shape having a cylindrical portion, and the side surface of one cylindrical portion is engaged so as to close the window-shaped opening end, and the opening area of the window-shaped opening end is changed according to the advance and retreat of the shaft. , The cylindrical portion is slidably fitted inside the remaining opening of the opening, and the forward and backward movement of the shaft disengages the fitting of the opening and the cylindrical portion. It is designed to open and close the opening. The e get those.

In the above fluid control valve, preferably, the cylindrical portion that engages with the window-shaped opening end has a tapered portion on the bottom side thereof.

In the above fluid control valve, preferably, the cylindrical portion has a multistage tapered portion on the bottom side thereof.

In the fluid control valve, preferably, the fluid flow passage is a flow passage that bypasses an intake passage of an internal combustion engine between an upstream side and a downstream side of a throttle valve.
By controlling the flow rate of the air flowing through this bypass passage, the idle speed of the internal combustion engine is controlled.
With this configuration, the reliability of idle speed control can be improved.

In the above fluid control valve, preferably,
The driving force source is an electromagnetic solenoid.

In the above fluid control valve, preferably, the valve body is molded with a resin material and is press-fitted and fixed to the shaft.

[0015]

BEST MODE FOR CARRYING OUT THE INVENTION A fluid control valve according to an embodiment of the present invention will be described below with reference to FIGS. 1, 2 and 3. FIG. 1 is an overall configuration diagram of an engine control system using a fluid control valve according to an embodiment of the present invention.

Each cylinder of the multi-cylinder engine 1 has a combustion chamber (cylinder) 4 composed of a piston 2 and a cylinder 3. An intake valve 5 and an exhaust valve 6 are attached to the combustion chamber 4, and the air-fuel mixture introduced into the combustion chamber 4 is ignited by an ignition plug 7. Further, in the vicinity of the intake valve 5 of each cylinder of the engine 1, a fuel injection valve 10 that outputs a command from the controller 15 to measure and inject gaseous fuel is mounted. The gaseous fuel is indirectly supplied to each cylinder by the fuel injection valve 10 at the optimum timing. As the gaseous fuel, the gaseous fuel such as CNG in the fuel tank 28 is adjusted to a constant fuel pressure by the fuel pressure regulator 26 and supplied.

The throttle valve 11 arranged in the intake pipe 9 rotates in response to the movement of an accelerator pedal (not shown), and the opening degree of the throttle valve 11 is detected by the throttle valve angle sensor 23. The signal from the throttle valve angle sensor 23 is input to the overall calculation unit 17 of the controller 15. The comprehensive calculation unit 17 calculates based on the input throttle opening and estimates the load on the engine 1.

The signal from the crank angle sensor 12 is input to the general calculation section 17 of the controller 15. The general calculation unit 17 calculates the rotation speed of the engine 1 based on the input signal from the crank angle sensor 12. Also, the intake pipe 9
Air flow sensor (H / W sensor)
The signal of 8 and the signal of the oxygen concentration sensor 14 which estimates the air-fuel ratio from the oxygen concentration in the exhaust pipe 13 are taken into the air-fuel ratio arithmetic circuit 16 of the controller 15, and the air-fuel ratio is arithmetically processed.

The overall calculation unit 17 takes in the air-fuel ratio calculated by the air-fuel ratio calculation circuit 16, and outputs the fuel injection device command circuit 18, the ignition device command circuit 19, the EGR device command circuit 20, and the idle speed control circuit 29. Issue a command to. The fuel injection device command circuit 18 optimally controls the fuel injection amount from the fuel injection valve 10 based on the command from the overall calculation unit 17. The ignition device command circuit 19 optimally controls the ignition timing of the spark plug 7 on the basis of a command from the overall calculation unit 17. The EGR device command circuit 20 optimally controls the recirculation amount of the exhaust gas through the EGR valve 24 based on the command from the general calculation unit 17. The idle speed control circuit 29, based on a command from the overall calculation unit 17,
It controls the amount of air passing through the fluid control valve 100.

The exhaust gas discharged from the engine 1 is exhausted to the outside air from the exhaust table pipe 22 via the catalyst device 21 mounted on the exhaust pipe 13. When the engine is started, the catalyst device 21 cannot be sufficiently warmed up and is not activated, so that harmful exhaust components such as HC and CO are hard to be purified.

After the engine is warmed up, the controller 15 controls the amount of gaseous fuel based on the signal from the oxygen concentration sensor 14 to maintain the conversion efficiency of the catalyst.
Ignition timing is controlled. Furthermore, since the combustion temperature rises, a large amount of nitrogen oxides (NOx) is emitted, so H
/ W Sensor8 signal and intake pipe pressure sensor 25
Based on a signal such as the above, the opening area of the EGR valve 24 is controlled and measured by the EGR device drive circuit 20 of the controller 15, a part of the exhaust gas is recirculated into the intake pipe 9, and based on the burned gas mixing effect. , The combustion temperature is lowered, and the NOx emission amount is reduced.

The intake pipe 9 is provided with an intake pipe pressure sensor 25 for measuring the pressure in the intake pipe. Pressure sensor 2
In addition to estimating the EGR rate, 5 is used to estimate the air filling rate in the intake pipe at the time of engine start and supply appropriate fuel to each cylinder.

A battery 27 is connected to the controller 15 and is supplied with a voltage.

Further, the fluid control valve 10 according to the present embodiment.
In the case of 0, the air introduced from the upstream side of the throttle valve 11 is supplied to the downstream side of the throttle valve 11 and the vicinity of the fuel injected from the fuel injection valve 10 with its flow rate controlled. The air supplied downstream of the throttle valve 11 is mainly used for controlling the idle speed. In addition, the fuel injection valve 1
The air supplied near the fuel injected from 0 is used for atomizing the fuel injected from the fuel injection valve 10.
The idle speed control circuit 29 controls the amount of air passing through the fluid control valve 100 on the basis of a command from the overall calculation unit 17 to perform idle speed control so that the idle speed becomes constant. The idle speed is controlled to increase during load operation such as when the air conditioner is operating or when the temperature is low.

Next, the structure of the fluid control valve according to one embodiment of the present invention will be described with reference to FIG. FIG. 2 is a sectional view of a fluid control valve according to an embodiment of the present invention. First, the overall configuration will be described, and then the operation thereof will be described.

The fluid control valve 100 is mainly composed of a body portion 110 having a valve which is a valve body, and a solenoid portion 160 for driving the valve. Body part 11
The body 112 in 0 is the inflow passage 11 through which the air flows.
4 and the first air outflowing from the inflow passage 114
Outflow passage 116 and a second outflow passage 118.

The inflow passage 114 is connected upstream of the throttle valve, as described with reference to FIG. The first outflow passage 116 is connected downstream of the throttle valve and is used for controlling the idle speed. The second outflow passage 118 is connected so as to introduce air into the vicinity of the fuel injected from the fuel injection valve, and is used for atomizing the fuel.

In the illustrated state, a passage 120 connecting the inflow passage 114 and the first outflow passage 116 and a passage 122 connecting the inflow passage 114 and the second outflow passage 118.
Are closed by valve 124. Valve 1
24 is molded with a resin material, and a shaft portion 124a formed at the center of the valve 124 at the tip thereof is held by a bearing portion 126 configured as a part of the body 112. The shaft portion 124a is hollow, and an opening 128 is formed in a part of its side wall. Valve 1
The cylindrical portion 124 b of 24 is arranged so as to be slidable in the passage 120 of the body 112 and closes the passage 120. The valve 124 has a shape having a flat surface portion 124c in a direction perpendicular to the central axis thereof.
The flat portion 124c of No. 4 is in contact with and sealed to the passage 122.

The hollow shaft 130 is press-fitted and fixed so that the central axis thereof coincides with that of the valve 124. Axis 130
An orifice 130a is provided at the left end of the, to restrict the inflow of negative-pressure air flowing from the opening 128.

Further, the plate 132, the plate 134, and the plate 136 are integrally fixed to the shaft 130 by welding. A hole 132a is formed in the plate 132. Here, the number of holes 132a is eight. Further, the plate 134 and the plate 136 are formed with an orifice 138 which communicates with each other. The number of orifices 138 is one, and the size is φ
It is set to 0.57 mm. The size of the hole 132a is φ1
mm.

The inner ring portion of the diaphragm 140 is sandwiched between the plates 134 and 136. The outer ring portion of the diaphragm 140 is sandwiched and fixed between the body 112 and the cover 142. Plate 1
34 and an orifice 138 provided in the plate 136
Is the plate 134, the plate 136, and the diaphragm 1
The air flowing out from the space 140a on the left side separated by 40 to the space 140b on the right side is restricted.

The bearing plate 144 is fixed to the cover 142 and slidably receives the shaft 130 passing therethrough by the cylindrical portion 144a at the center thereof. A hole 144b is formed in the bearing plate 144. The number of holes 144b is four, and the size thereof is φ1 mm.

Next, the structure of the solenoid section 160 will be described. The solenoid 164 housed and fixed in the solenoid case 162 includes a plunger 166 that is movable in the axial direction, a core 168 that attracts the plunger 166,
The plunger 166 is slidably held, and the bobbin 172 that holds the annular coil 170 is provided.
Shaft 174 fixed to 66 and plunger 166
It is composed of a spring 176 that resists the suction force to the shaft and an adjusting screw 178 that adjusts the set load of the spring 176 and indicates the shaft 174 with the bearing hole at the center thereof.
Molded with

The plunger 166 includes a rubber sheet 1
82 is fixed. A bearing 184 is provided between the bearing plate 144 and the plunger 166 to push the plunger 166 toward the adjusting screw 178.

Next, the operation of the fluid control valve 100 having such a configuration will be described. When the current applied to the annular coil 170 of the solenoid part 160 is increased, the plunger 166 moves toward the core 168 side due to the attractive force. Since the seat 182 also moves with 106,
The sheet 182 moves away from the end of the shaft 130.

The shaft 130 has a hollow structure.
0b communicates with the passage 120 through the opening 128. When the seat 182 moves away from the shaft 130, the passage 116
Negative pressure of the shaft 1 passes through the opening 128, the shaft 130b, the orifice 130a at the tip, the hole 144b, the tubular portion 144a, and the shaft 1.
30 through the gap between the cover 142 and the diaphragm 140.
Is introduced into the space 140a. Due to the introduced negative pressure, the diaphragm 140 is pulled leftward in the drawing. The negative pressure applied to the diaphragm 140 passes through the orifices 138, passes through the holes 132a and 114, and gradually leaks to the atmosphere.

When the diaphragm 140 moves to the left due to the negative pressure and at the same time the orifice 130a at the tip of the shaft 130 comes into contact with the seat 182 and is closed, the negative pressure passage is blocked. Then, the negative pressure in the space 140a is
8 gradually leaks to the atmosphere, the negative pressure decreases, and the force pulling the diaphragm 140 decreases, so that the shaft 130 moves to the right by the force of the valve 124 to the right in the figure due to the negative pressure in the passage 120. To do. Along with this, the orifice 130a at the tip of the shaft 130 opens, and negative pressure is introduced into the space 140a.

By repeating this, the plunger 166 is
The shaft 130 moves following the moved position of the seat 1
The shaft 130 is held at a position where a slight gap is formed between the nozzle 82 and the orifice 130a. That is, by the self-position adjusting structure using the suction negative pressure from the engine, the position of the solenoid 164 corresponding to the energization amount to the annular coil 170,
The shaft 130 can be held. The suction force of the solenoid 164 cannot be increased so much. On the other hand, since the suction negative pressure from the engine is extremely large, instead of the method of directly driving the shaft 130 by the solenoid 164, the suction negative pressure as described above is used. Axis 1 by pressure servo method
The moving position of 30 can be adjusted.

The current supplied to the solenoid 164 may be a direct current or a pulse current. In the case of direct current, the position of the shaft 130 can be adjusted by changing the direct current value, and in the case of pulse current,
By changing the on-duty of the pulse, the axis 13
Position adjustment of 0 is possible.

Here, the valve 124 has a shape having a plane portion 124c in a direction perpendicular to the central axis thereof.
The flat portion 124 c of 24 is in contact with and sealed to the passage 122 that is open in the direction orthogonal to the advancing / retreating direction of the shaft 130.
That is, the cylindrical portion 124b of the valve 124 is fitted in the passage 120 opened in the direction orthogonal to the advancing / retreating direction of the shaft 130, and slides in the passage 120, while the flat portion 124c opens the passage 122. It has a structure that opens and closes. Further, the clearance between the cylindrical portion 124b and the passage 120 is the minimum clearance as long as the sliding mechanism is not impaired.

Now, when the current applied to the solenoid 164 is increased and the shaft 130 is moved to the left, the plane portion 124c first separates from the passage 122, and the passage 12 passes from 114.
Air flows to 2. At this time, the cylindrical portion 124b is
It is contained in the passage 120, except for the minimum leak amount,
Since no air flows through the passage 120, the flow rate of only the passage 122 is controlled. When the current applied to the solenoid is further increased, the shaft 130 moves further to the left, and the flat portion 1
The opening area between 24c and the passage 122 begins to increase, and the passage 1
Air flows to 20. As a result, the passage 120 and the passage 122 can obtain independent air flow rate characteristics with one valve.

Next, the flow rate characteristic of the fluid control valve 100 shown in FIG. 2 will be described with reference to FIG. FIG. 3 is a diagram illustrating flow rate characteristics of the fluid control valve according to the embodiment of the present invention.

In FIG. 3, the flow rate characteristic A1 represents the energizing current (A) to the solenoid 164 and the flow rate (l / min) flowing out to the passage 116 via the passage 120.
The flow rate characteristic B1 is the energizing current (A) to the solenoid 164.
And the flow rate (l
/ Min).

Until the energizing current reaches I1, the flow rate is 0 in all cases except the leak from the valve. When the energizing current becomes I1, the flat portion 124c shown in FIG.
Air flows from the passage 114 side to the passage 122 away from the passage 22. If the current applied to the solenoid is further increased,
The shaft 130 further moves to the left, the opening area between the flat portion 124c and the passage 122 increases, and the passing flow rate B1 increases.

When the energizing current reaches I2, the cylindrical portion 124b shown in FIG. 2 comes out of the passage 120, the opening area of the passage 120 starts to increase, and air starts flowing in the passage 120. At this time, the opening area of the passage 122 is maximized and the flow rate of the passage 122 is saturated at Q1.

The flow rate characteristic C1 represents the sum of the flow rate characteristic A1 and the flow rate characteristic B1, and represents the flow rate of the auxiliary air taken into the engine through the bypass flow passage that bypasses the main intake passage. ing. Up to the flow rate Q1, the flow rate is mainly used for controlling the idle speed. The flow rate Q1 or more is the flow rate when the intake air amount is increased during load operation such as when the air conditioner is used or when the temperature is low. Therefore, the control of the idle speed is mainly performed by the passage 122.
Is controlled by controlling the flow rate flowing through the passage 120, and control during load operation is performed by controlling the flow rate flowing through the passage 120.

As described above, according to this embodiment, the flow rate in the two directions can be controlled by a single valve.
Since the number of parts forming the fluid control valve can be reduced, the structure is simplified, and therefore the reliability of the fluid control valve can be improved.

Next, a case where the flow rate characteristic is desired to be changed will be described with reference to FIG. FIG. 4 is a detailed sectional view of a metering portion of a fluid control valve according to another embodiment of the present invention.

The valve 124 has a shape having a flat surface portion 124c in a direction perpendicular to the central axis thereof, and the flat surface portion 124c of the valve 124 contacts the passage 122 opened in the direction orthogonal to the advancing / retreating direction of the shaft 130. It is sealed. That is, the cylindrical portion 124b of the valve 124 is fitted into the passage 120 opened in the direction orthogonal to the advancing / retreating direction of the shaft 130 and slides in the passage 120, while the flat portion 124c is formed.
The structure is for opening and closing the passage 122. Further, the clearance between the cylindrical portion 124b and the passage 120 is the minimum clearance as long as the sliding mechanism is not impaired.

Here, by changing the dimension L of the cylindrical portion 124b, the rising point of the flow rate characteristic of the passage 120 can be set at various positions. Further, assuming that the passage 122 has a circular sectional shape, the saturation point of the flow rate characteristic of the passage 122 can be changed by changing the diameter D thereof.

The dimension L is shortened as compared with the example shown in FIG.
Further, the flow rate characteristics when the diameter D is made smaller than that in the example shown in FIG. 2 will be described with reference to FIG. FIG.
It is a figure explaining the flow volume characteristic of the fluid control valve by other embodiments of the present invention.

The flow rate characteristic A2 represents the energizing current (A) to the solenoid 164 and the flow rate (l / min) flowing out to the passage 116 via the passage 120. Flow rate characteristic B2
Is the current (A) supplied to the solenoid 164 and the passage 12
The flow rate (l / min) flowing out to the passage 118 via 2 is shown.

Until the energizing current reaches I1, the flow rate is 0 in all cases except the leak from the valve. When the energizing current reaches I1, the flat portion 124c shown in FIG.
Air flows from the passage 114 side to the passage 122 away from the passage 22. If the current applied to the solenoid is further increased,
The shaft 130 further moves to the left, the opening area between the flat portion 124c and the passage 122 increases, and the passing flow rate B1 increases.

When the energizing current becomes I3 (I3 <I2),
The cylindrical portion 124b shown in FIG. 4 comes out of the passage 120, the opening area of the passage 120 starts to increase, and air starts to flow into the passage 120. That is, when the dimension L is reduced, the energizing current at which air starts flowing from the passage 120 is reduced. At this time, the opening area of the passage 122 is maximized, and the flow rate of the passage 122 is saturated at Q2 (Q2 <Q1). That is, as the diameter D is reduced, the flow rate at saturation Q
2 becomes smaller.

The flow rate characteristic C2 represents the sum of the flow rate characteristic A2 and the flow rate characteristic B2, and represents the flow rate of the auxiliary air taken into the engine through the bypass flow passage that bypasses the main intake passage. ing. Up to the flow rate Q1, the flow rate is mainly used for controlling the idle speed, so the idle speed is controlled by controlling the flow rates of the passages 122 and 120. Since the flow rate Q1 and above is the flow rate when the intake air amount is increased during load operation such as when the air conditioner is used or when the temperature is low, the control during load operation is performed by controlling the flow rate flowing through the passage 120.

As described above, according to this embodiment, since the flow rate in the two directions can be controlled by a single valve,
Since the number of parts forming the fluid control valve can be reduced, the structure is simplified, and therefore the reliability of the fluid control valve can be improved.

By changing the length of the cylindrical portion, the rising point of the flow rate control characteristic of the fluid flowing in one of the passages can be changed, and the sectional area of the passage in contact with the flat portion can be changed. By this, the saturation point of the flow rate characteristic of the other passage can be changed, so that various flow rate characteristics can be provided.

Next, the fluid control valve according to the third embodiment of the present invention will be described with reference to FIG. FIG. 6 is a sectional view of a fluid control valve according to a third embodiment of the present invention.

The valve 124A has a shape having a second cylindrical portion 124c which is concentric with the central axis of the valve 124A.
A cylindrical portion 124c of A contacts and seals the window-shaped opening end 122A1 of the passage 122 that opens parallel to the advancing / retreating direction of the shaft 130. That is, the cylindrical portion 124b of the valve 124A slides in the passage 120, and the cylindrical portion 124c also slides in the passage 122 to open and close. Further, the clearance between the cylindrical portion 124b and the passage 120 and the clearance between the second cylindrical portion 124c and the passage 122A2 are the minimum clearances so long as the sliding mechanism is not impaired.

The valve 124A has a ventilation opening area of the passage 120 and the passage 122A which are provided in the body 112A and communicate with the downstream side of the throttle valve.
And a second cylindrical portion 124c provided at another location, respectively. The cylindrical portion 124b and the cylindrical portion 12 of the valve
Both 4c have a structure capable of sliding inside the passage 120 and the passage 122A2 with a minimum clearance. Passage 1
The opening end 122A1 of 22A is circular, and opens according to the sliding amount of the second cylindrical portion 124c on which the opening end 122A1 slides. The circular window-shaped opening end 122A1 of the passage 122A is connected to the passage 122A2, and further, via 124d provided in the valve 124A,
It leads to the passage 114.

The window-shaped open end 122A1 is closed by the second cylindrical portion 124c of the valve, but the shaft 1
When 30 moves to the left, first, the second cylindrical portion 124c of the valve is disengaged from the window-shaped opening end 122A1, and air flows into the passage 122A depending on the opening area. Axis 130
When the stroke of the valve reaches a predetermined position, the cylindrical portion 1 of the valve
24b starts to come off the passage 120, and the air passing through the passage 124d flows to the passage 120. Therefore, the ventilation flow rates of the passage 120 and the passage 122 can be independently controlled by the single valve 124A.

Here, the flow rate characteristic of the fluid control valve shown in FIG. 6 will be described with reference to FIG. FIG. 7 is a diagram illustrating flow rate characteristics of the fluid control valve according to the third embodiment of the present invention.

The flow rate characteristic A3 represents the energizing current (A) to the solenoid 164 and the flow rate (l / min) flowing out to the passage 116 via the passage 120. Flow rate characteristic A3
Is equivalent to the flow rate characteristic A1 shown in FIG. The flow rate characteristic B3 is the energizing current (A) to the solenoid 164.
And the flow rate (l / min) flowing out to the passage 118 via the passage 122A.

Until the energizing current reaches I1, the flow rate is 0 in all cases except the leak from the valve. When the energizing current becomes I1, the second cylindrical portion 124c shown in FIG. 6 gradually opens the window-shaped opening end 122A1 and air flows from the passage 114 side to the passage 122A. When the current applied to the solenoid is further increased, the shaft 130 moves further to the left, the opening area with the opening end 122A1 increases, and the passage flow rate B3 increases. Here, the circular window-shaped opening end 12
Since 2A1 is configured to open gradually, the passage 12
The change in the flow rate of the current flowing through 2A is not linear, but as shown by the flow rate characteristic A3 in FIG.

When the energizing current becomes I3 (I3 <I2),
The cylindrical portion 124 b shown in FIG. 7 comes out of the passage 120, the opening area of the passage 120 starts to increase, and air starts flowing into the passage 120.

The flow rate characteristic C3 represents the sum of the flow rate characteristic A3 and the flow rate characteristic B3, and represents the flow rate of the auxiliary air taken into the engine through the bypass flow passage that bypasses the main intake passage. ing.

As described above, according to this embodiment, the flow rate in the two directions can be controlled by a single valve.
Since the number of parts forming the fluid control valve can be reduced, the structure is simplified, and therefore the reliability of the fluid control valve can be improved.

Further, the flow rate control characteristic of the fluid can be changed to a desired curved characteristic instead of being linearly changed.

Next, the fluid control valve according to the fourth embodiment of the present invention will be described with reference to FIG. FIG. 8 is a sectional view of a fluid control valve according to the fourth embodiment of the present invention.

The valve 124B has a shape having a second cylindrical portion 124f which is concentric with the central axis of the valve 124B.
A second cylindrical portion 4Of of 4B contacts and seals the passage 122. Further, a tapered portion 124f1 is provided at the tip of the second cylindrical portion 124f. Here, the cross-sectional shape of the passage 122A is circular, and its diameter D1
Is smaller than that of the example shown in FIG.

That is, the cylindrical portion 124e of the valve 124B.
While sliding in the passage 120 of the body 112,
The second cylindrical portion 124f also has a structure of sliding and opening / closing the passage 122. The cylindrical portion 124e is
The dimension L1 inserted into the passage 120 is shorter than that of the example shown in FIG. This corresponds to the fact that the diameter D1 of the passage 122A becomes smaller and the saturation flow rate of the passage 122A becomes smaller. Further, the clearance between the cylindrical portion 124e and the passage 120 and the clearance between the second cylindrical portion 124f and the passage 122A2 are the minimum clearances so long as the sliding mechanism is not impaired.

The valve 124B has a ventilation opening area of a passage 120 and a passage 122A which are provided in the body 112B and communicate with the downstream side of the throttle valve.
It is controlled by the second cylindrical portion 124f provided at a position different from that of e. Opening end 122A of passage 122A
Reference numeral 1 denotes a circular shape, and the opening end 122A1 opens according to the sliding amount of the second cylindrical portion 124f that slides. The circular window-shaped open end 122A1 of the passage 122A is connected to the passage 122A2, and further, the valve 124B.
To a passage 114 via a passage 124d provided in the.

The window-shaped open end 122A1 is in a state of being closed by the second cylindrical portion 124f of the valve, but when the shaft 130 moves to the left, first, the taper of the second cylindrical portion 124f of the valve is generated. The portion 124f1 is the window-shaped opening end 12
2A1 deviates from the air, and depending on the opening area, the air passes through the passage 1
It flows to 22A. The flow rate at this time is the taper portion 124f1.
As a result, a sharp change is exhibited as compared with the example shown in FIG. When the stroke of the shaft 130 reaches a predetermined position, the cylindrical portion 124e of the valve begins to come off the passage 120, and the air passing through the passage 124d flows into the passage 120. Therefore, the ventilation flow rates of the passage 120 and the passage 122 can be independently controlled by the single valve 124B.

Here, the flow rate characteristic of the fluid control valve shown in FIG. 8 will be described with reference to FIG. FIG. 9 is a diagram illustrating flow rate characteristics of the fluid control valve according to the fourth embodiment of the present invention.

The flow rate characteristic A4 represents the energizing current (A) to the solenoid 164 and the flow rate (l / min) flowing out to the passage 116 via the passage 120. Flow rate characteristic A4
Shows a flow rate change similar to the flow rate characteristic A1 shown in FIG. 3, but the current I3 at which the flow rate is not 0 is I2 shown in FIG.
Is smaller than. The flow rate characteristic B4 represents the energization current (A) to the solenoid 164 and the flow rate (l / min) flowing out to the passage 118 via the passage 122A.

Until the energizing current reaches I4 (I4 <I1), the flow rate is 0 in all cases except the leak from the valve. When the energizing current becomes I4, the tapered portion 124f1 of the second cylindrical portion 124f shown in FIG.
2A1 is gradually opened, and the passage 122A is provided from the passage 114 side.
Air flows to. When the current applied to the solenoid is further increased, the shaft 130 moves further to the left and the open end 1
The opening area with 22A1 increases and the passing flow rate B4 increases. Here, since the circular window-shaped opening end 122A1 is configured to gradually open, the change in the flow rate through the passage 122A is not linear, and as shown by the flow rate characteristic A4 in FIG. Up to the current I2, the characteristic changes in a curve. Further, due to the influence of the tapered portion 124f1, the rate of change of the flow rate with respect to the unit current is larger than that in the case shown in FIG. That is, the tapered portion 124
By providing f1, the flow rate characteristics can be further changed.

When the energizing current becomes I3 (I3 <I2),
The cylindrical portion 124e shown in FIG. 8 comes out of the passage 120, the opening area of the passage 120 starts to increase, and air begins to flow into the passage 120 as shown by the flow rate characteristic A4.

The flow rate characteristic C4 represents the sum of the flow rate characteristic A4 and the flow rate characteristic B4, and represents the flow rate of the auxiliary air taken into the engine through the bypass flow passage that bypasses the main intake passage. ing.

As described above, according to this embodiment, the flow rate in the two directions can be controlled by a single valve.
Since the number of parts forming the fluid control valve can be reduced, the structure is simplified, and therefore the reliability of the fluid control valve can be improved.

Further, the flow rate control characteristic of the fluid can be changed to a desired curved characteristic instead of being changed linearly, and the change in the flow rate can also be changed. That is, by providing the tapered portion, it is possible to further increase the degree of freedom in the ventilation flow rate characteristic.

Next, the fluid control valve according to the fifth embodiment of the present invention will be described with reference to FIG. FIG.
FIG. 11 is a sectional view of a fluid control valve according to a fifth embodiment of the present invention.

The valve 124C has a tapered portion 1 on its outer circumference.
It has a shape having 24h, and has a structure in which the tapered portion 124h seats the inlet portion 122B2 of the passage 122B. That is, the cylindrical portion 124g of the valve 124C slides in the passage 120 of the body 112, while the tapered portion 124h moves in accordance with the slide of the shaft 130.
The structure is such that the distance between 2B and 122B2 is increased. Here, the diameter D2 of the passage 122B is equal to the diameter of the passage 1 shown in FIG.
It is sufficiently larger than the diameter of 22A. Further, the clearance between the cylindrical portion 124g and the passage 120 is the minimum clearance as long as the sliding mechanism is not impaired.

The valve 124C has a ventilation opening area of the passage 120 and the passage 122B which are provided in the body 112C and communicate with the downstream side of the throttle valve.
It is controlled by g and the tapered portion 124h.

The inlet portion 122B2 of the passage 122B is closed by the taper portion 124h of the valve 124C, but when the shaft 130 moves to the left, first, the valve taper portion 124h is disengaged from the inlet portion 122B2. Air flows into the passage 122B according to the opening area. When the stroke of the shaft 130 reaches a predetermined position, the cylindrical portion 124g of the valve begins to come off the passage 120,
The air passing through d flows to the passage 120. Therefore, passage 1
The air flow rate of 20 and the passage 122 can be independently controlled by one 124C.

The flow rate characteristic of the fluid control valve shown in FIG. 10 will be described with reference to FIG. FIG. 11 is a diagram illustrating flow rate characteristics of the fluid control valve according to the fifth embodiment of the present invention.

The flow rate characteristic A5 represents the energizing current (A) to the solenoid 164 and the flow rate (l / min) flowing out to the passage 116 via the passage 120. Flow rate characteristic A5
Is equivalent to the flow rate characteristic A1 shown in FIG. The flow rate characteristic B5 is the energizing current (A) to the solenoid 164.
And the flow rate (l / min) flowing out to the passage 118 via the passage 122B.

Until the energizing current reaches I1, the flow rate is 0 in all cases except the leak from the valve. When the energizing current reaches I1, the tapered portion 124h shown in FIG. 10 gradually separates from the inlet portion 122B2 of the passage 122B, and the passage 1
Air flows from the 14 side to the passage 122B. Here, since the tapered portion 124h is used, the flow rate characteristic B5 changes linearly, and the diameter D2 of the passage 122B is sufficiently large, so that the maximum flow rate is not saturated. When the current applied to the solenoid is further increased, the shaft 130
Moves further to the left, the opening area with the inlet portion 122B2 increases, and the passage flow rate B5 increases.

When the energizing current reaches I2, the cylindrical portion 124g shown in FIG.
The opening area of 0 begins to increase, and the flow rate characteristic A4
Air begins to flow as shown in.

The flow rate characteristic C5 represents the sum of the flow rate characteristic A5 and the flow rate characteristic B5, and represents the flow rate of the auxiliary air taken into the engine through the bypass flow passage that bypasses the main intake passage. ing.

As described above, according to this embodiment, the flow rate in the two directions can be controlled by a single valve.
Since the number of parts forming the fluid control valve can be reduced, the structure is simplified, and therefore the reliability of the fluid control valve can be improved.

It is also possible to linearly change the flow rate characteristics of the flow rates in the two directions.

Next, a fluid control valve according to the sixth embodiment of the present invention will be described with reference to FIG. FIG.
FIG. 11 is a sectional view of a fluid control valve according to a sixth embodiment of the present invention.

The valve 124D includes a first tapered portion 124j1 and a second tapered portion 124 at the tip of the cylindrical portion 124j.
It is a shape having j2. Further, the valve 124D has a taper portion 124 on its outer periphery, similar to that shown in FIG.
h has a shape having a tapered portion 124h.
The structure is such that the inlet portion 122B2 of 22B is seated. Further, the clearance between the cylindrical portion 124g and the passage 120 is the minimum clearance as long as the sliding mechanism is not impaired.

The valve 124D has the ventilation opening area of the passage 120 and the passage 122B which are provided in the body 112C and communicate with the downstream side of the throttle valve.
It is controlled by j and the tapered portion 124h.

The inlet portion 122B2 of the passage 122B is closed by the tapered portion 124h of the valve 124D, but when the shaft 130 moves to the left, first, the valve tapered portion 124h is disengaged from the inlet portion 122B2. Air flows into the passage 122B according to the opening area. When the stroke of the shaft 130 reaches a predetermined position, the cylindrical portion 124j of the valve begins to disengage from the passage 120 and the passage 124
The air passing through d flows to the passage 120. At this time, the tip end of the cylindrical portion 124j is formed on the first tapered portion 124j1 and the second tapered portion 124j1.
Since the tapered portion 124j2 is included, the flow rate of the flow passage 120 in accordance with the sliding of the shaft 130 changes at the switching point from the first tapered portion 124j1 to the second tapered portion 124j2. Therefore, the ventilation flow rates of the passage 120 and the passage 122 can be independently controlled by the single valve 124D.

Although the tapered portion at the tip of the cylindrical portion 124j is a two-step tapered portion, it may be a multi-step tapered portion having three or more steps.

Here, the flow rate characteristic of the fluid control valve shown in FIG. 12 will be described with reference to FIG. FIG. 13 is a diagram illustrating flow rate characteristics of the fluid control valve according to the sixth embodiment of the present invention.

The flow rate characteristic A6 represents the energizing current (A) to the solenoid 164 and the flow rate (l / min) flowing out to the passage 116 via the passage 120. Flow rate characteristic A6
Is the first tapered portion 124j1 and the second tapered portion 124
It has a characteristic of bending halfway due to the influence of j2. Flow rate characteristic B
6 is a current (A) supplied to the solenoid 164 and a passage 1
Flow rate (l / mi
n) is represented.

Until the energizing current reaches I1, the flow rate is 0 in all cases except the leak from the valve. When the energizing current reaches I1, the tapered portion 124h shown in FIG. 12 gradually separates from the inlet portion 122B2 of the passage 122B, and the passage 1
Air flows from the 14 side to the passage 122B. Here, since the cylindrical portion 124j is used, the flow rate characteristic B6 changes linearly and the diameter D2 of the passage 122B is sufficiently large, so that the maximum flow rate is not saturated. When the current applied to the solenoid is further increased, the shaft 130
Moves further to the left, the opening area with the inlet portion 122B2 increases, and the passage flow rate B6 increases.

When the energizing current reaches I2, the cylindrical portion 124j shown in FIG.
The opening area of 0 starts to increase, and the first tapered portion 124j1
Due to the above, air flows through the passage 120 with a predetermined flow rate characteristic. Further, when the current increases and the shaft 130 moves to the left, the rate of change of the flow rate increases due to the influence of the second tapered portion 124j2, and air flows through the passage 120.

The flow rate characteristic C6 represents the sum of the flow rate characteristic A6 and the flow rate characteristic B6, and represents the flow rate of the auxiliary air taken into the engine through the bypass flow passage that bypasses the main intake passage. ing.

As described above, according to this embodiment, since the flow rate in the two directions can be controlled by a single valve,
Since the number of parts forming the fluid control valve can be reduced, the structure is simplified, and therefore the reliability of the fluid control valve can be improved.

Further, the flow rate characteristics of the flow rates in the two directions can be changed linearly, and the flow rate characteristic of the cylindrical portion can be changed stepwise.

[0104]

According to the present invention, by the fluid control valve,
The flow rate in two directions can be controlled with one valve, and its reliability can be improved.

[Brief description of drawings]

FIG. 1 is an overall configuration diagram of an engine control system using a fluid control valve according to an embodiment of the present invention.

FIG. 2 is a cross-sectional view of a fluid control valve according to an embodiment of the present invention.

FIG. 3 is a diagram illustrating flow rate characteristics of the fluid control valve according to the embodiment of the present invention.

FIG. 4 is a detailed cross-sectional view of a metering portion of a fluid control valve according to another embodiment of the present invention.

FIG. 5 is a diagram illustrating flow rate characteristics of a fluid control valve according to another embodiment of the present invention.

FIG. 6 is a sectional view of a fluid control valve according to a third embodiment of the present invention.

FIG. 7 is a diagram illustrating flow rate characteristics of a fluid control valve according to a third embodiment of the present invention.

FIG. 8 is a sectional view of a fluid control valve according to a fourth embodiment of the present invention.

FIG. 9 is a diagram illustrating flow rate characteristics of a fluid control valve according to a fourth embodiment of the present invention.

FIG. 10 is a sectional view of a fluid control valve according to a fifth embodiment of the present invention.

FIG. 11 is a diagram illustrating flow rate characteristics of the fluid control valve according to the fifth embodiment of the present invention.

FIG. 12 is a sectional view of a fluid control valve according to a sixth embodiment of the present invention.

FIG. 13 is a diagram illustrating flow rate characteristics of the fluid control valve according to the sixth embodiment of the present invention.

[Explanation of symbols]

 100 ... Fluid control valve 110 ... Body part 112 ... Body 114, 116, 118, 120, 122 ... Passage 124 ... Valve 128 ... Opening port 130 ... Shaft 132, 134, 136 ... Plate 138 ... Orifice 140 ... Diaphragm 144 ... Bearing plate 160 ... Solenoid part 164 ... Solenoid 166 ... Plunger 168 ... Core 170 ... Annular coil 182 ... Sheet

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification number Reference number within the agency FI Technical display location F02D 35/00 366Z (72) Inventor Hokari Tomio 2520 Takaba, Hitachinaka City, Ibaraki Hitachi Co., Ltd. Factory Automotive Equipment Division

Claims (10)

[Claims] 1. A valve body arranged in the middle of a fluid flow path for measuring the flow rate of a fluid, and a shaft fixed to the valve body is advanced and retracted in the axial direction to control the flow rate of the fluid flowing through the fluid flow path. In the fluid control valve having a driving force source for operating the fluid flow path, the fluid flow path includes a plurality of fluid flow paths, and one of the valve bodies independently measures the flow rate of the fluid flowing through the plurality of fluid flow paths. A fluid control valve characterized by: 2. The fluid control valve according to claim 1, wherein the fluid flow path includes one inflow passage and a plurality of outflow passages, and openings of the plurality of outflow passages respectively advance and retract the shaft. The valve body is opened in a direction orthogonal to the direction, and the one valve body has a multi-stage cylindrical shape having a flat portion and a cylindrical portion, and the flat portion directly contacts at least one of the opening portions. Then, the opening portion is opened and closed, and the cylindrical portion is slidably fitted inside the remaining opening portion of the opening portion. A fluid control valve characterized by opening and closing this opening when the fitting of the parts is released. 3. The fluid control valve according to claim 2, wherein the plane portion is a plane portion orthogonal to the advancing / retreating direction of the shaft. 4. The fluid control valve according to claim 2, wherein the flat surface portion is a tapered portion formed of a surface inclined with respect to the advancing / retreating direction of the shaft. 5. The fluid control valve according to claim 1, wherein the fluid flow path includes one inflow passage and a plurality of outflow passages, and an opening of at least one outflow passage of the plurality of outflow passages comprises: It has a window-shaped opening end that opens parallel to the advancing / retreating direction of the shaft, and the openings of the other outflow passages open in a direction orthogonal to the advancing / retreating direction of the shaft. , A multi-stage cylindrical shape having a plurality of cylindrical portions, the side surface of one cylindrical portion is engaged so as to close the window-shaped opening end, and the opening area of the window-shaped opening end is changed according to the advance / retreat of the shaft. The cylindrical portion is slidably fitted inside the remaining opening of the opening, and the fitting of the opening and the cylindrical portion is disengaged due to the forward and backward movement of the shaft. The fluid control valve is characterized by opening and closing this opening. 6. The fluid control valve according to claim 5, wherein the cylindrical portion that engages with the window-shaped opening end has a taper portion on the bottom side thereof. 7. The fluid control valve according to claim 2, wherein the cylindrical portion has a multi-step taper portion on the bottom side thereof. 8. The fluid control valve according to claim 1, wherein the fluid passage is a passage that bypasses an upstream side and a downstream side of a throttle valve in an intake passage of an internal combustion engine, and the bypass passage is formed by the valve body. A fluid control valve characterized by controlling the flow rate of air flowing through the internal combustion engine to control the idle speed of the internal combustion engine. 9. The fluid control valve according to claim 1, wherein the driving force source is an electromagnetic solenoid. 10. The fluid control valve according to claim 1, wherein the valve body is molded with a resin material,
A fluid control valve, which is press-fitted and fixed to the shaft.