JPS6296144A - Vacuum and electric type speed control actuator - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to servo motor technology, and more particularly to a vacuum/electric speed control actuator with tire flam actuation.

The invention has particular application to speed control systems for motor vehicles and will be described herein in connection with this application. However, the present invention is broader than this and has great application in other summer applications of actuators.

(Prior Art) U.S. Patent Nos. 5,444,950 and 4.346,77
There are descriptions of various types of control devices in Kogyo Techniques such as No. 5. Servomotor and actuator assemblies typically include a variable pressure chamber that senses changes in internal pressure to control the throttle valve of the vehicle engine. Early developments focused on mechanical arrangements that alternately controlled the vacuum and outside air ports opening into this variable pressure chamber. The pressure to the pressure chamber is controlled by a control valve to move the movable pressure bulkhead. In the past few years, logic devices have been increasingly added to mechanical arrangements, leading to changes in speed control structures. Such changes have also reduced the complexity of the mechanical assembly of speed control actuators.

(Problems to be Solved by the Invention) Optical technology has used valve structures that are considered undesirable for various reasons. For example, the valve structure has been disposed outside the actuator housing, but this not only takes up space but also exposes the valve assembly itself to the risk of damage.

Also, with the stiff configuration, it was necessary to deactivate the servo motor (it was necessary to move the servo motor from the first position to the second position. Therefore, when disengaging the servo motor, it was necessary to Action is required because leaving the actuator engaged has serious consequences and is dangerous.

Therefore, the present invention simplifies the groove bottom of the speed control actuator, makes it easy to incorporate it into the housing, and ensures protection against the external environment and automatic release of the actuator, resulting in safety and low cost. The aim is to provide a cylinder making product that is designed to improve

(Means 2 and operation for solving the problem) In order to achieve the above object, the servo motor or actuator for controlling the speed of a vehicle of the present invention is provided with a first fixed wall and a second movable wall, and a second movable wall is provided between the two. It includes a housing defining a variable pressure chamber. A flexible valve is disposed in a pressure chamber, and the movement of the second movable wall is controlled by adjusting the vacuum pressure or atmospheric pressure supplied to the pressure chamber based on a command from a logic control device. have.

Furthermore, there is a configuration in which a diaphragm is fixed to the output member of the actuator, and the movement of the diaphragm is transmitted to the throttle valve I of the automobile.

Additionally, the third solenoid valve is used as a dump valve, which is normally pushed to the open position to disengage the actuator.

The plurality of valves further includes first, second, and sixth solenoid valves, and the valves are assembled and operably connected to the common bracket prior to inserting the valve assembly into the variable pressure chamber. There is.

Due to this configuration, the speed control actuator is
Based on the operation of the logic control device, the supply of vacuum pressure and atmospheric pressure from each solenoid valve is controlled to change the pressure in the variable pressure chamber in the housing, and the movement of the diaphragm thereby operates the throttle valve of the automobile. It is designed to control the speed of the car.

The present invention also effectively reduces the number of components or elements in the actuator assembly and further incorporates the solenoid valve within the actuator housing to protect it from the external environment and prevent damage.

Further, by using the dump valve, which is normally pressed to the open position, as the third solenoid valve, the automatic release of the actuator can be ensured and the safety of the apparatus can be achieved.

(Example) Examples of the present invention will be described in detail below based on the drawings.

The accompanying drawings illustrate preferred embodiments of the invention, and are not intended to be limiting. This accompanying figure shows a speed control actuator or servo motor that selectively controls the axle throttle valve. More specifically, an actuator A is shown in the drawing that receives signals from a logic control device C and is arranged to connect with a throttle valve B.

That is, FIG. 1 shows a normal connection relationship between an actuator and a throttle valve.

The communication between the actuator housing and the throttle valve is, for example, via a bead-shaped chain element or a connecting element of the throttle valve in a comparable motor vehicle engine. Once the desired vehicle speed has been selected by the vehicle driver ζ, the pressure in the variable pressure chamber is side-loaded, thereby effectively stabilizing the throttle valve and thus also stabilizing the resulting vehicle speed.

With particular reference to FIG. 1, actuator housing 1
0 includes a first rigid wall 12 configured in sealing relationship with a second flexible wall 14, such as a diaphragm.

A fifth rigid wall 16 surrounds the diaphragm and is connected to the first rigid wall 12 along a peripheral portion 18.

An output member 20 extends from this connection of the diaphragm 14 along the sixth rigid wall 16 and connects it to the throttle valve B of the vehicle.
is connected to. The operation of the diaphragm is thus transmitted via the output part and provides a corresponding movement of the throttle valve as described above.

The first wall 12, the second wall 14 and the third wall 16 form a pair of chambers 22,24. The pressure chamber 22 of #J1 is formed between the first wall 12 and the diaphragm 14.

This pressure chamber undergoes pressure changes as described below, but the second
This is the wall 14.

The second pressure chamber 24, constituted by the diaphragm and the third wall 16, is kept at a constant pressure. The pressure at this time is typically atmospheric and is supplied through a suitable opening (not shown) in the third wall 16.

Since the diaphragm 14 is common to the first pressure chamber (!: i2 pressure chamber), the movement of the diaphragm increases the volume of one chamber and decreases the volume of the other chamber. Stretching between the diaphragm and the first wall 12 forces the diaphragm towards the constant 6 wall 16.

The first wall 12 includes a recess, which is the first wall 12. A cavity 36 is formed to receive the second and third solenoid valves 5B and 40.42-i. The cavity 66 is formed in a small portion of the first wall 12 and accommodates the plurality of valves closely, thereby further reducing the space occupied by the actuator/body. A filter member 44 is arranged to cooperate with two of the three solenoid valves. This filter member 44 may be placed outside the actuator housing 10 using a retaining cover 46. A vacuum port 48 also extends through the first rigid wall 12 of the actuator housing and communicates with the remaining solenoid valve. The illustrated vacuum port 48 is connected to a vacuum pressure source, such as an automobile intake manifold. Note that other vacuum pressure sources can also be used in the present invention. Each valve has a pressure chamber 2 as described in detail later.
It works to adjust the vacuum pressure and atmospheric pressure that enter 2.

With particular reference to FIG. 2, a plurality of electrical contact terminals 60.6
2.64.66 are also located outside the first wall 12. The terminal is connected to the logic control device C of the vehicle. This logic control device C is generally composed of a microprocessor mounted on a vehicle. Connect each terminal to the first wall 12
By extending through the terminal, an electrical connection can be made between the terminal and the solenoid valve. The present invention is fully illustrated incorporating inputs from road speed generator 68, brake pedal and/or clutch 70, on/off switch 72, and select switch 74. Logic controller C compares the actual speed of the vehicle to the desired speed and directs which solenoid valves to operate.

This preferred embodiment has four terminals 60.62°64.66
One of them is used as a common power terminal, and the remaining three are grounded. Logic power terminal and ground terminal]
By having 1j, it is possible to selectively complete an electric circuit through the solenoid valve. In this manner, vehicle speed can be selectively determined by adjustments made to the mechanical actuators to compensate for any differences between the driver selected speed and the perceived actual speed. The details of this process will be explained in detail below.

The solenoid valve will now be described in detail with specific reference to Figures 1.3.4.5.6.

The first vacuum valve 38 (Fig. 1.3.4) is configured to selectively control the vacuum pressure through the vacuum port. The solenoid valve includes a coil winding 80 wrapped around a core member 82 with a valve member 84 at one end thereof. A current is applied to the coil set to create a magnetic field that causes member 82 to move longitudinally within the coil windings in a manner well known in the art. Since the spring member 86 normally applies an outward pressing force opposite to the magnetic field, the valve member 84 is seated on the valve seat 88 of the vacuum port when no current is applied. Therefore, by controlling the current to the coil winding 80,
Movement of valve member 84 relative to valve seat 88 is controlled. Preferably, the valve seat 88 is formed adjacent to the vacuum port, such as directly beneath the first wall of the actuator housing 1°. The valve member is preferably made of a flexible sealing material to ensure this sealing relationship with the valve seat. In this way, vacuum pressure is introduced into the variable pressure chamber 22.

The second solenoid valve 40 (Fig. 1.3.5) is also
It has substantially the same configuration as the idle valve 38.

Similar elements will be described with the same reference numerals followed by a dash, and new elements will be described with new numerals. The coil winding 80' includes a core member 82 having a valve member 84' at one end. ′.Spring member 8
6' to push the valve into the open position. Valve member 84' is formed of a flexible sealing material and cooperates with a valve seat 88 at one end of internal passageway 90. The valve seat is thus disposed between the coil winding and the valve member 84' so that the spring biases the assembly into the normally open position. The valve members are thus successively separated from their associated valve seats 88'. A seal, such as the O-link 92, prevents fluid pressure communication, such as that used in the construction of the vacuum solenoid valve 38, from occurring around the outside of the solenoid valve. The valve is configured to control fluid flow from an inlet 94 in communication with the valve.Actuation of the valve is similarly accomplished by supplying current to the coil winding to cause the core member to resist the force exerted by the spring member. Movement of the valve core, which is normally pressed to the open position, closes the atmospheric pressure inlet.

Logic control device C has contact terminal 60.62.64°66
control the current sent to the Vacuum and atmospheric pressure are applied through vacuum port 48 and atmospheric pressure valve port 94 to move diaphragm wall 14 toward and away from first rigid wall 12 . After the logic controller processes the vehicle operator's predetermined desired speed, it changes the current sent to the valve coil. By varying the current, the supply of atmospheric and vacuum pressure to the actuator is selectively controlled.

When the speed control system is not activated, variable pressure chamber 22 is brought to atmospheric pressure with vacuum valve 38 in a normally closed position and valve 40 in a normally open position. The net force provided by spring 26 places the diaphragm in an inactive state.

The sixth solenoid valve 42 (FIG. 1.3.6) has a somewhat different configuration from the first and second solenoid valves. In this case as well, current flows through the coil winding 96 (FIG. 1) of the third solenoid valve. By energizing the coil windings, a magnetic force is generated from the core member 98, which is held in fixed relationship with the coil windings. This magnetic force is applied to one end 1 of the pressed valve member 102.
Configure to attract 00. Other end 104 of the valve member
includes a sealing material 106 configured to engage a valve seat 108 provided in the valve port 110. The valve port 110 is enlarged to provide a quick dump or safety release orifice for the actuator. A spring member 112 extends from the valve member 102 to the mounting bracket to urge the sixth solenoid valve 42 to the normally open position. The third solenoid valve 42 for dumping, which is normally pressed to the open position, ensures that the variable pressure chamber is connected to atmospheric pressure, further increasing safety.

The application of flak by the vehicle operator de-energizes the solenoid valve 42 so that the spring 112 immediately urges the valve to the open position and atmospheric pressure is introduced into the variable pressure chamber 22 through the large orifice. Therefore, the variable pressure chamber 22 normally receives atmospheric pressure through the valve port 110.

Closing the fifth valve or dump valve 42 allows the vehicle operator to set the speed control of the vehicle by adjusting vacuum and atmospheric pressure through valve ports 48 and 94, respectively.

When the valve port 48 is opened, vacuum pressure can be introduced into the variable pressure chamber 22, thereby pushing the second wall diaphragm 14 toward the first rigid wall 12 while overcoming the pressing force of the spring 26. It becomes possible to move the Benguchi 9
4, the pressure in the first pressure chamber 22 becomes equal to the pressure in the second pressure chamber, thereby causing the diaphragm 14 to move towards the third rigid wall 16. As is clear from the foregoing, selectively controlling the vacuum port and the atmospheric pressure port controls the movement of the diaphragm 14, which in turn controls the movement of the output member 20 and the vehicle throttle valve.

More specifically, when a vehicle operator wishes to control vehicle speed, he activates the system via an on/off switch 72 that provides power to the actuator assembly.

Setting switch 74 is actuated by accelerating the vehicle to a desired speed. The actual speed of the wheels is monitored at the input of the road speed generator so that the desired speed and actual speed are compared by a logic controller and the appropriate electrical signals are sent to each solenoid valve. 6th solenoid valve 4
2 is closed, and the movement of the diaphragm 14 is controlled by the first solenoid valve 68 and the second solenoid valve 40. of the vehicle
7' The solenoid valve is forced into the open position by a spring when the fifth solenoid valve is inactivated by the driver's actuation of the L/- key, or the clutch in the case of manual shifting. Variable pressure chamber 22 for large mouth 110
immediately reaches atmospheric pressure and the speed control servo motor is deactivated. After this, the speed of the vehicle is controlled via the accelerator pedal.

The mounting bracket 120 has a U-shape as a whole, and has 3
configured to receive and hold two solenoid valves 5f3.40.42. The valve member 102 of the dump valve 42 is also pivotally secured to the bracket. As mentioned above, the splash 1
12 to the bracket, the valve member 102 is pivoted toward the center to force the valve into the open position. Mounting bracket 120 has a pair of openings 1271, 126 for receiving conventional type fasteners 128, such as screws.

The provision of bracket 120 allows the solenoid valve to be mounted to a bracket external to the actuator housing. Once the solenoid valve is fixed to the bracket 120 in this manner, the bracket can then be fixed inside the nitrogen cavity 36 using the fixture 128.

By using a bracket, no skill is required to handle the solenoid valve, making it easier to manufacture the actuator. This is because the mounting bracket 120 allows the valve member to be inserted into the cavity and fixed thereto while aligning the valve member with each valve port.

Bracket 120 has another important function. The bracket is made of metal to facilitate the transmission of magnetic flux along the outside of the solenoid valve. When electrical current is applied to the valve coil, a product is created and typically follows an axial path that runs through the center of the coil. The magnetic field also exists along the outside of the solenoid valve, forming a generally circular path from one end of the coil to the other.

By guiding the magnetic flux using metal brackets, the magnetic flux passing along the exterior is advantageously focused. Therefore, better force characteristics can be achieved by using metal brackets.

(Effects of the Invention) As explained above, the speed control actuator of the present invention has the first, second, second, and second speed control actuators based on logic control manufacturing. controlling the supply of vacuum pressure and atmospheric pressure from a fifth solenoid valve to change the pressure in the oTf pressure chamber in the housing;
The movement of the diaphragm due to this is transmitted to the output member connected to the slot valve, and the sixth solenoid is a normally open type to automatically release the actuator, and each solenoid is assembled to a bracket. Since the actuator is then housed in the housing, it is possible to protect the actuator from the external environment, simplify assembly of parts, and perform economical speed control at low cost.

[Brief explanation of drawings]

1 is a partial sectional view of an actuator housing according to an embodiment of the present invention; FIG. 2 is an end view of the actuator housing of FIG. 1 together with a schematic control diagram; and FIG. 4 is a cross-sectional view taken along line 4-4 of FIG. 3; FIG. 5 is a cross-sectional view taken along line 5-5 of FIG. 3. FIG. 6 is a cross-sectional view taken along line 6--6 of FIG. 10... Housing, 12... First rigid wall,
14...Diaphragm, 22...Variable pressure chamber, 2
6...Spring 38.40.42...Solenoid valve.

Claims (1)

Claims: 1) comprising a first generally fixed wall and a second movable wall;
A housing defining a variable pressure chamber between the two walls, and first, second, and third solenoid valves disposed within the variable pressure chamber to selectively control fluid pressure to the variable pressure chamber. A servo motor for controlling the speed of a vehicle, the first solenoid valve being pressed to a normally closed position to selectively introduce vacuum pressure from a first external pressure source to the variable pressure chamber. the second
the third solenoid valve is pressed to a normally open position and configured to selectively control the introduction of atmospheric pressure from a second external pressure source; and the third solenoid valve is pressed to a normally open position. A servo motor for speed control, comprising a safety valve that selectively controls fluid pressure from the second pressure source to disengage the servo motor. 2) the first wall includes a generally planar main portion and a minor portion recessed therefrom to form a cavity configured to closely accommodate the valve within the pressure chamber; The servo motor according to claim 1, characterized in that: 3) the first, second and third solenoid valves are operatively connected to a common bracket, said bracket including means for securing said bracket into retaining engagement with said housing, said common bracket 2. The valve according to claim 1, wherein the valve is pre-assembled to the bracket, and then the bracket can be inserted and retained in engagement with the housing. Servomotor. 4) A servo motor according to claim 3, wherein the bracket includes means for securing the valve. 5) The servo motor of claim 4, wherein the bracket further includes means for pivoting the third solenoid valve along an intermediate portion thereof. 6) Claim 3, wherein the third solenoid valve includes a pressing means, and the bracket further includes means for securing one end of the pressing means.
The servo motor described in section. 7) the third solenoid valve includes an elongate member mounted for rotational movement about the pivoting means, one end of the elongate member being configured to sealingly engage the valve port; The servo motor according to claim 6, characterized in that: 8) a second flexible wall is spring biased at a distance from the first wall and is adapted to move toward the first wall when the vacuum pressure in the variable pressure chamber increases; The servo motor according to claim 1, characterized in that: 9) The second flexible wall further includes an output member that is generally axially moved in response to pressure fluctuations in the variable pressure chamber. The servo motor described in section. 10) comprising a first rigid wall and a second flexible wall, the second
a housing having a flexible wall operatively connected to the throttle valve, said two walls defining a variable pressure chamber; a first, a second, which adjusts the fluid pressure in the chamber;
a cavity configured to closely house a third solenoid valve, the first solenoid valve selectively communicating vacuum pressure from a first external pressure source to the pressure chamber. The second solenoid valve is configured to selectively communicate atmospheric pressure from a second external pressure source to the pressure chamber, and the third solenoid valve is configured to selectively communicate atmospheric pressure from a second external pressure source to the pressure chamber. The vacuum chamber is configured such that the pressure chamber is normally open to the source, and the pressure chamber is normally open to atmospheric pressure, and the movement of the second flexible wall is transmitted to the throttle valve. Electric speed control actuator. 11) a bracket connects the first, second, and third solenoid valves such that each valve can be preassembled outside the actuator housing and then inserted into the housing as a single member; A vacuum/electric speed control actuator according to claim 10, characterized in that the vacuum/electric speed control actuator is configured as follows. 12) A vacuum/electric speed control actuator according to claim 10, wherein the first solenoid valve and the second solenoid valve are mounted in retaining engagement with the bracket. 13) a third solenoid valve includes a pivotable elongate member, one end of the elongate member being configured to be selectively magnetically connected to the third solenoid valve; and an opposite end of the member; Claim 10, characterized in that the portion is configured to be selectively in a sealed relationship with the emergency valve port.
Vacuum/electric speed control actuator described in . 14) The vacuum/electric speed control actuator according to claim 13, wherein one end of the elongated member is pressed away from the third solenoid valve. 15) A vacuum-electric speed control actuator according to claim 14, wherein a spring is attached to the elongated member and extends to a flange of the bracket. 16) a housing having a first generally fixed wall and a second generally flexible wall defining a variable pressure chamber therebetween; and a first housing provided with a vacuum pressure source; a first solenoid valve that selectively opens and closes a port and the first port to convey vacuum pressure to the variable pressure chamber; a second port to which atmospheric pressure is supplied; and a first solenoid valve that selectively opens and closes the second port. a second solenoid valve that communicates atmospheric pressure to the variable pressure chamber; a third port to which atmospheric pressure is supplied; and a third normal valve that selectively opens and closes the third port to communicate atmospheric pressure to the variable pressure chamber. an open solenoid valve; a recess provided in the first wall to closely accommodate the first, second, and third solenoid valves within the variable pressure chamber; and the first, second, and third solenoid valves. A differential pressure servo motor for use in a vehicle speed control system, comprising a bracket for mounting solenoid valves, the solenoid valves being assembled on the bracket in advance and then able to be placed in the recess.