JPS5919786A - Fluid flow rate control valve - Google Patents

Abstract

PURPOSE:To enable to drive a fluid flow rate control valve with small driving force irrespective of the pressure difference on the opposite sides of the control valve and to make it unnecessary to provide a pressure cancelling mechanism, by dividing a work chamber into four valve chambers by a rotatable valve element, and communicating two pairs of opposite chambers with each other via respective pressure-equalizing passages. CONSTITUTION:A fluid flow rate control valve of this invention is controlled through rotation of a valve element 5 to shift its position continuously from the state that an inlet port 13 and an outlet port 14 are both communicated with one valve chamber 12a to the state that a valve chamber 12d communicated with the inlet port 13 and the valve chamber 12a communicated with the outlet port 14 are isolated from each other. In such a control valve, a first pressure-equalizing passage 13a is formed in the valve element 5 to communicate two chambers 12a, 12b located on the opposite sides of the valve element 5 with each other and to thereby making the pressures in these two chambers equal to each other. Thus, the forces acted to the valve element 5 is balanced. Similarly, a second pressure-equalizing passage 13b is formed in the valve element 5 to equalize the pressures in pressure chambers 12c and 12d and to thereby balance the forces acted to the valve element 5.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a fluid flow control valve that continuously controls the flow rate of fluid, and is effective when used, for example, to control the intake air amount of an engine.

This type of control valve continuously varies or shuts off the fluid flow area, so when there is a pressure difference between the flow and the downstream of the control valve, the valve body is moved against that pressure. Must be driven. Therefore, conventional control valves require a large driving force to overcome this pressure difference. Furthermore, if a valve body is to be driven with a small driving force, a special pressure canceling mechanism is required to equalize the pressure before and after the control valve, which in any case leads to an increase in the size and price of the control valve.

The present invention was devised in view of the above points, and it is an object of the present invention to enable a valve body to be driven satisfactorily with a small driving force regardless of the pressure difference before and after the control valve, and to achieve this by special pressure cancellation. The purpose is to eliminate the need to provide a mechanism separately from the control valve.

To achieve this objective, the present invention controls the fluid flow rate by rotating the valve body within the working chamber, and
A configuration is adopted in which the working chamber is divided into four valve chambers by a valve body, and the four valve chambers, which are opposed to each other, are communicated by pressure equalization.

Therefore, in the present invention, the internal pressures of the valve chambers that sandwich the valve body and face each other are approximately equal, and the influence of the pressure component that inhibits the rotation of the valve body is reduced. Therefore, the valve body can be rotated well with a small driving force. can do.

An embodiment of the present invention will be explained below based on the drawings.

FIG. 1 is a sectional view showing the flow rate control valve ZO, and 7 in the figure is a cylindrical yoke made of a magnetic material. The coil 2 is formed into an S wire around the yoke 7, and the inner circumference of the coke 7 is
A cylindrical permanent magnet 6 having poles in the radial direction is disposed. A case 1 made of a magnetic material such as iron is disposed so as to enclose them, and thus a closed magnetic path is formed by the case, and a drive section is formed that rotates the permanent magnet 6 by this closed magnetic path. The permanent magnet 6 is press-fitted into the shaft 10, and the shaft 10 is integrally attached to the rotary valve body 5 by welding or the like. The shaft 10 is rotatably supported via a bearing 8 inserted into the housing 9 by driving or the like. Therefore, the valve body 5 rotates within the working chamber 12 of the housing 9 together with the rotation of the permanent magnet 6.

The valve body 5 has four wooden protrusions 5a and 5b as shown in Figure ff12.

5c and 5d are in sliding contact with the inner surface of the working chamber 12, therefore, the inside of the working chamber 12 has four valve chambers 12a formed by the valve body 5.

It is divided into sections 12b, 12c, and 12d. Then, due to the rotation of the valve body 5, the inlet boat 13 and the outlet boat are simultaneously opened in one valve chamber 12a, and the valve chamber 12d, in which the inlet boats 1 and 13 are opened, and the valve chamber, in which the outlet boat 14 is opened, is changed. 12a is continuously controlled until it is shut off. Therefore, the flow path area is continuously controlled according to the rotation of the valve body 5.

Note that the case 1 and the housing 9 are fixed with screws or the like. Further, the rotation of the permanent magnet can be controlled by fixing one end of the I-shiron bar 4 to the shaft 10 and the holder 3 attached to the drive part with a mosquito net, and fixing the other end to the shaft 10, thereby controlling the coil 2. The toshi zimbar 4 is twisted according to the magnetic force ratio of the permanent magnet 6, and the rotation angle can be controlled.

13a and 13b are pressure equalizing passages for passing through the influence of the differential pressure between the inlet boat 13 and the outlet boat 14. That is, the first pressure equalizing passage 13a faces each other with the valve body 5 in between. The pressures in the two valve chambers 12a and 12b are made equal, and the influence on the valve body 5 is balanced.The second pressure equalizing passage 13b is also the same as above, and the pressure chambers 12c and 12d are balanced. Reduce the impact on

FIG. 3 shows a drive circuit for driving the fluid flow control valve.

Enki JI! Capacitor CI - 1st to 4th resistor R
+ R 2 R 3 R 4 to obtain the ramp waveform at 0 point. The waveform characteristics of this ramp waveform are as shown in FIG. The waveform shape is determined by the first to third resistors R, . R
2. The waveform frequency is determined by the fourth resistor R4. Therefore, the voltage comparator Δ2 compares this ramp waveform with an analog voltage from an electric control unit l 2 0, which will be described later, which is manually applied to the input terminal C, to obtain the signal voltage for driving the coil 8 at the 0 point. This signal voltage controls the driving transistor Q + Q 2, and a current for driving the coil 8 is output from the driving transistor Q2. Incidentally, the voltage characteristics at the 0 point are shown in FIG.

That is, in FIG. 4, if the analog voltage from the control unit 120 changes as indicated by the dashed line, solid line, and broken line, then α
The 0 point voltage, which is compared by the voltage comparator A2 and obtained by +1, also changes as shown by the dashed line, solid line, and broken line.

FIG. 6 is a system diagram schematically showing an idle rotation speed control device using the above control valve.

In FIG. 6, an engine 110 is a known four-cycle spark ignition engine for automobiles, and is equipped with a refrigerant compressor 126 for a vehicle air conditioner as an engine load and an automatic transmission. This engine 110 includes an air cleaner 111, an air flow meter 112, an intake pipe 11
3. Air is inhaled through the surge tank 114 and each evil air branch pipe 115, and fuel, such as gasoline, is inhaled through each intake branch pipe 11.
The fuel is injected and supplied from the electromagnetic fuel injection A/I valve 116 provided at 5.

The main intake air amount of the engine 110 is adjusted by a throttle valve 117 which is arbitrarily made 1M, and the amount of fuel radiation is +1. It is regulated by the l control unit l-+ 20. The electronic control unit 120 uses the engine rotational speed measured by the rotational speed sensor 118 built in the distributor of the ignition system and the intake air amount measured by the airflow meter 112 as parameters. The fuel injection amount is determined by a known method, and the fuel injection amount is also increased or decreased by a signal from a warm-up sensor 119 using a hot water sensor that detects the cooling water temperature.

Air conduit L21. which is a bypass passage. , 122 is slot 7
The fluid flow control valve 2 shown in FIG.
0 is set. That is, one end of the lead 'Iff 121 is connected to an air inlet 123 provided between the throttle valve 117 and the air flow meter 112, and the other end is connected to the inlet port 123. On the other hand, one end of the conduit 122 is connected to an air outlet 124 provided downstream of the throttle valve 117, and the other end is connected to the air outlet 124 provided downstream of the throttle valve 117.
Connected to 4.

Next, the operation of the configuration control block 2 will be explained.

When used to control the intake air amount i:ln of the engine as shown in FIG.
It is installed in a form that bypasses the throttle valve 117 in the intake passage of the 0-way seat, and is connected upstream of the inlet boat valve 117 and downstream of the sottle valve 117 via the outlet 122. As a result, The control valve 20 controls the flow rate of the intake air (or mixture) that bypasses the throttle valve 117. That is, the ramp waveform obtained at the 0 point in FIG. When the analog voltage is manually applied to voltage comparator A2,
Voltage ratio LP9. Vessel Δ? Compare C, 0 point voltage is obtained,
This zero-point voltage becomes as shown in Figure 5, which drives it!・Apply to transistors θI and θ2, and drive transistor θ1
is transmitted to coil 2.

Since the coil 2 has cylindrical permanent magnets 6 arranged around the yoke 7, the magnetic field is approximately one line, and a magnetic moment is given to the permanent magnets 6 placed in a parallel magnetic field. . Therefore, a rotational driving force is applied to the permanent magnet 6, the shaft 10 and the valve body 5 which are integrally attached to the magnet 6. This rotational driving force twists the holder 3 and the I-silon bar 4, both ends of which are fixed to the shaft 10, in a counterclockwise direction, and stops at a rotation angle where this twisting force and the rotational force are balanced.

In particular, the control valve of this configuration has a valve chamber 12a. 12b is the first equalization pressure if
conduction through fllfR 1 3 a, valve chambers 12c, 12d
Since the second pressure equalizing communication [jδ13b is conducted and balances the opposing pressures in the valve chambers, the influence on the inlet boat 5 is extremely small. Therefore, even under high negative pressure, the rotational force is hardly affected. Therefore, the opening degree of the fluid flow control valve 20 rotates counterclockwise in the δ1 direction in response to the analog voltage applied from the electronic control unit 120, and can reliably change from a fully open state to a closed state.

Therefore, the electronic control unit 120 adjusts the operating condition of the engine 110 so that the engine is in the best condition.
By varying the analog voltage, it is possible to reliably control the fluid flow rate control valve 20 according to the signal.

Note that in the above example, the control valve 20 according to the present invention is installed in the engine 1.
The control valve of the present invention was used to control the intake air flow rate of No. 10, but the control valve of the present invention
Needless to say, the use of the valve should not be limited to this example, and can be widely used as a valve that controls the flow rate by varying the flow path area.

Furthermore, in the above example, the rotation of the valve body 5 was controlled by the balance between the magnetic force of the coil 2 and the torsional force of the 1-1 symper 4, but other power sources such as a stepping motor or the like may be used to drive the rotation of the valve body. May be used.

[Brief explanation of drawings]

FIG. 1 is a sectional view showing an embodiment of the control valve of the present invention, FIG. 2 is a sectional view taken along the line II-II of FIG. 1, and FIG. 3 is a circuit diagram showing the control circuit of the control valve shown in FIG. FIG. 4 is an explanatory diagram showing live waveforms of the circuit shown in FIG. 3, FIG. 5 is an explanatory diagram showing signal voltages of the circuit shown in FIG. 3, and FIG. 6 is a configuration showing an example of use of the control valve shown in FIG. 1. It is a diagram. 5...Valve body, 9...Housing, 12...Working chamber, 12a, 12b, 12c, 12d--Valve chamber, 13-
...Inlet boat, 14...Outlet boat 13a. 13b... pressure equalization passage. Representative Patent Attorney Takashi Okabe

Claims (1)

[Claims] a housing having a cylindrical inner surface working chamber; an inlet boat 1 for guiding fluid into the working chamber; an outlet boat leading fluid out from the working chamber; The valve body is provided with a valve body that divides into four valve chambers, and a pressure equalizing passage that is provided in the valve body and communicates between opposing valve chambers among the four valve chambers. A fluid flow rate control valve that is controlled from a state in which both the inlet boat and the arbor boat open to a chamber to a state in which the inlet boat and the outlet boat each open to separate valve chambers.