JPS6328003A - Rotary solenoid and rotary solenoid type idle speed control valve - Google Patents

Abstract

PURPOSE:To simplify a rotor thereby to eliminate a commutator by differentiating the direction of a magnetic force generated by energizing one coil from that of the magnetic force generated by energizing the other coil. CONSTITUTION:A rotor 20 is formed substantially in a rectangular sectional shape, and the longitudinal end of the section act as a magnetic force attracting section 20a which can selectively approach magnetic force generators 23a, 24a. When a high level signal is input from a pulse signal supply terminal 26 to a transistor 25 for closing a valve, which is turned ON, OFF in response to the level of the pulse signal output from a controller in an energizing circuit for coils 21, 22, the transistor 25 is turned ON to energize the coil 22. When a low level signal is input to a transistor 27 for opening the valve, the transistor 27 is turned OFF not to energize the coil 22, and the signal of high level is input to the transistor 27. Therefore, the transistor 27 is turned ON to energize the coil 21.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a rotary solenoid and a rotary solenoid type idle speed control valve.

<Prior art> In order to control the rotational speed of an internal combustion engine equipped with an intake throttle valve during idling operation (hereinafter referred to as idle speed), an intake bypass passage that bypasses the upstream and downstream sides of the intake throttle valve is developed. There is one that allows you to change the opening degree. An example of a conventional idle speed control valve that controls the engine idle speed by changing the opening degree of the intake bypass passage is shown in FIG. 5, for example.

That is, an upstream intake bypass passage 1a extending from an intake passage upstream of an intake throttle valve (not shown) and a downstream intake bypass passage 1b extending from an intake passage downstream of the intake throttle valve are formed in the housing 2, and the cylindrical surface A valve seat 3 having a part of the sealing surface is formed in the housing 2, and the upstream intake bypass passage 1a and the downstream intake bypass passage 1b are communicated through an opening 3a formed in the valve seat 3. let

Further, a valve body 4 whose sealing surface is a part of the cylindrical surface corresponding to the valve seat 3 is fixed to a hollow shaft 5, and this hollow shaft 5 is connected to a fixed shaft 6.
and is rotatably supported by the housing 2 via bearings 7.8. As a result, the valve body 4 becomes rotatable around the hollow shaft 5 of the cylindrical surface, and as the valve body 4 rotates, the opening area of the opening 3a is increased or decreased, and the two intake bypass passages 1a, The engine's idle speed is controlled by increasing or decreasing the flow rate of intake air supplied to the combustion chamber of the engine via the engine.

Next, the structure of the rotary solenoid that drives the valve body 4 will be explained with reference to FIG. 6. An armature 10 is fixed to the hollow shaft 5 via an electrically insulating sleeve 9, and Two types of coils lla and llb are wound with the winding axis perpendicular to the hollow shaft 5. Then, the magnetic field generated by energizing one coil and the magnetic field generated by energizing the other coil are made orthogonal to each other, and these coils lla, llb
The rotational driving force acting between the magnetic field of the permanent magnet 12 and the magnetic field of the permanent magnet 12 disposed near the outer periphery of the armature 10 generates torque in the valve closing direction and the valve opening direction, respectively.

Therefore, by alternately supplying pulse signals to both coils lla and 11b and changing the energization time ratio, that is, the duty ratio, to the respective coils lla and llb, a pulse signal is generated in the valve closing or opening direction. The rotational driving force changes according to the duty ratio.

That is, in FIG. 6, when a high-level signal is input from the pulse signal supply terminal 14 to the valve-closing transistor 13, which turns on and off according to the level of the pulse signal output from the control circuit, the transistor 13 turns on and off. The valve is turned on, and the valve closing coil llb is energized. At this time, a low level signal is input to the valve opening transistor 15 via the current control resistor 16, so the transistor 15 is turned off, and therefore the valve opening coil lla is not excited.

Next, when a low level signal is input to the valve opening transistor 15, the transistor 15 is turned off and the valve closing coil l'lb is not excited, while the valve opening transistor 15 is supplied with a high level signal. Since the signal is input, the transistor 15 is turned on, and the valve opening coil 11a is excited.

As described above, the valve body 4 is duty-controlled by inputting a control pulse signal that alternately returns high and low signals to the heath terminal of the valve-closing coil llb.

On the other hand, a helical return spring 16 is interposed between the hollow rotating shaft 5 that rotates integrally with the armature 10 and the housing 2 to elastically bias the valve body 4 to a predetermined opening degree. Torque in the opening or closing direction is constantly applied to the armature 10 by a spring 16. Therefore, the valve body 4 that rotates together with the armature 10 is a coil 11a.

The torque generated by energizing the spring 11b and the torque generated by the return spring 16 are maintained at a balanced rotational position, and as the rotational position changes as the duty ratio changes, the open area force of the opening 3a is adjusted by 9 rotations. , which adjusts the idle speed of the engine.

In addition, in FIGS. 5 and 6, 17 connects the contact 18 to @J
Komi for connecting to self-coils lla and llb. , take, and 19 are connectors.

<Problems to be Solved by the Invention> However, such conventional idle speed control valves have the following problems.

That is, in the structure of the rotary solenoid in the conventional idle speed control valve, the armature 10 has a coil l.
The armature 10 is the rotating side by winding the coils lla and llb, and the permanent magnet 12 disposed near the outer periphery of the armature 10 is the fixed side.
Since the coil lb must be rotated, the coil lla
, llb must be energized by contact between the commutator 17 and the contact 18.

Therefore, as a result of this configuration, it is necessary to use copper plated with silver as the commutator 17 and to use silver for the contacts 18, which significantly increases the material cost. Furthermore, corrosion, wear, chattering, etc. occur on the contact surfaces between the commutator 17 and the contacts 18, resulting in poor durability and reliability. Furthermore, since the coils lla and llb are wound around the armature 10, the weight of the armature 10 increases, and the responsiveness with respect to the rotation of the armature IO, that is, the rotation of the valve body 4, is poor, and the bearings 7, It also had an adverse effect on the durability of No. 8. Furthermore, since a permanent magnet 12 is used, the cost is high and the characteristics become unstable due to changes in magnetic flux due to temperature.

Therefore, in view of the conventional situation, the present invention provides a new rotary solenoid that solves the above-mentioned conventional problems, and is constructed using a rotary solenoid, and by applying various ingenuity to the structure of the rotary solenoid. It is an object of the present invention to provide an idle speed control valve that solves the above-mentioned conventional problems.

<Means for solving the problem> Therefore, in the first invention, magnetic force is selectively generated in different directions by selectively energizing the rotor and two types of coils arranged around the rotor. Equipped with two types of yokes,
The rotor is provided with a magnetic attraction section that can selectively approach the magnetic force generation section, and the rotor is a rotary solenoid that rotates the rotor by a rotational driving force generated by the magnetic attraction action.

Further, the second invention includes a rotor and two types of yokes that are arranged around the rotor and selectively generate magnetic force in different directions by selectively applying illumination to two types of coils, and The rotor is provided with a magnetic attraction part that can selectively approach the magnetic force generation part, and a rotary solenoid that rotates the rotor by the rotational driving force generated by the magnetic attraction action. a valve seat that is connected to the rotor and has an opening that communicates an upstream intake bypass passage extending from the intake passage with a downstream intake bypass passage that extends from the intake throttle valve to the intake passage downstream of the intake throttle valve; A valve body is slidably held on a valve seat, and the opening area of an opening provided in the valve seat is variably controlled by rotating the valve body along the valve seat via the rotor. An idle speed control valve configured to increase or decrease the amount of intake air supplied by bypassing an intake throttle valve, the yoke comprising a part of a main body housing, the coil comprising:
The yokes are wound around the rotor rotation axis, and are placed adjacent to each other with an intermediate yoke interposed therebetween so that straight lines connecting a pair of opposing magnetic force generating parts of each yoke are orthogonal to each other, and the magnetic force attracting parts are The rotary solenoid idle speed control valve is constructed by providing convex portions on the circumferential surface of the rotor.

In the configuration of the first invention, the direction of the magnetic force generated by energizing one coil is made different from the direction of the magnetic force generated by energizing the other coil, and the magnetic force due to these coils and the rotor are made different. The rotational driving force acting between the valves generates torques in the valve-closing direction and the valve-opening direction, respectively.

Therefore, for example, if pulse signals are alternately supplied to these coils and the ratio of energization time to each coil, that is, the duty ratio, is changed, the rotational driving force generated in two different directions will be adjusted according to the duty ratio. Change.

In the configuration of the second invention, the valve body is rotated along the valve seat via the rotor by the action of the rotary solenoid, and the opening area of the opening provided in the valve seat is variably controlled, thereby bypassing the intake throttle valve. The amount of intake air supplied is adjusted to increase or decrease.

(Example) Hereinafter, an example of the present invention will be described based on FIGS. 1 to 4.

An embodiment of the rotary solenoid according to the first invention is shown in FIG. 1, which includes a rotor 20 and coils 21 and 22 arranged around the rotor 20 for opening and closing the valve, respectively. Two types of yokes 23 and 24 are provided, one for opening the valve and one for closing the valve. The coil 2 is attached to each of the yokes 23 and 24.
The arc-shaped magnetic force generating portion 23 is selectively generated in different directions for each yoke 23.24 by selectively energizing the yoke 1.22.
a, 24a are provided facing each other, and the magnetic force generating section 23
a and 24a are located so that the lines connecting the magnetic force generating portions 23a and 24a of the yokes 23 and 24 are perpendicular to each other. The rotor 20 is formed in a substantially rectangular cross-sectional shape, and the ends in the longitudinal direction of the cross-section are the magnetic force generating portions 23a,
It acts as a magnetic attraction part 20a that can selectively approach 24a. On the other hand, the current supply circuit to the coils 21 and 22 is turned on and off according to the level of the pulse signal output from the control circuit.
When a high level signal is input from the pulse signal supply terminal 26 to the valve closing transistor 25, which is turned off, the transistor 25 is turned on, and the valve closing coil 22 is excited. At this time, a low level signal is input to the valve opening transistor 27 via the current control resistor 28, so the 8-channel transistor 27 is turned off, and therefore the valve opening coil 21 is not excited.

Next, when a low level signal is manually applied to the valve opening transistor 27, the transistor 27 is turned off and the valve closing coil 22 is not excited.
Since a high level signal is input to the transistor 27, the transistor 27 is turned on, and the valve opening coil 21 is energized.

As described above, the rotor 20 is duty-controlled by inputting a control pulse signal that alternately repeats high and low to the heath terminal of the valve-closing coil 22.

Fig. 2 shows another embodiment of the rotary solenoid, in which two types of yokes 29° and 30° are used for opening and closing, respectively, around which coils 32 and 33 are wound. Each has a single arc-shaped magnetic force generating portion 29a facing each other,
30a, the rotor 31 has a cross-sectional shape that is a combination of a small-diameter semi-interior and a large-diameter half-interior, and the large-diameter semi-interior is connected to the magnetic force generating portion 29.
It acts as a magnetic attraction part 31a that can selectively approach the magnetic attraction parts 31a and 30a.

According to the rotary solenoid having the above configuration, the coil 2
Since 1.22.32.33 is configured as a fixed side, there is no need to rotate the coil 21.22.32.33.
There is no need to energize the coils 21, 22, 32, 33 by contacting a commutator with a contact as in the conventional case.

Therefore, there is no need for a commutator and contacts, reducing material costs and preventing corrosion of the contact surface between the commutator and contacts.
Abrasion, chattering, etc. can be avoided, and durability and reliability can be improved.

Furthermore, a coil 21°2 is attached to a rotating body, that is, a rotor 20.31.
2, 32.33 is not wound, the rotor 20.3
The weight of the rotor 20, 31 is reduced, and responsiveness regarding the rotation of the rotor 20, 31 can be improved. Furthermore, since the rotating body can be made into a cylindrical element and a commutator is not required, the device can be made smaller. Furthermore, since no permanent magnet is used, cost reduction, demagnetization, magnetic flux changes due to temperature, etc. do not occur, and characteristics can be stabilized.

Next, an embodiment of the second invention will be described based on FIG. 3. An upstream intake bypass passage 34a extending from an intake passage upstream of an intake throttle valve (not shown) and an intake passage downstream of the intake throttle valve (not shown) A downstream intake bypass passage (not shown) leading to the passage is formed in the housing 35, and a valve seat (not shown) having a part of the cylindrical surface as a sealing surface is formed in the housing 35. The upstream side intake bypass passage 34a and the downstream side intake bypass passage are communicated with each other through an opening formed in the seat, which is similar to the conventional structure.

A valve body 36 whose sealing surface is a part of the cylindrical surface corresponding to the valve seat is fixed to a rotor 37 configured as a hollow shaft. Around this rotor 37, there are two types of yokes, one for valve opening and one for valve closing, which generate magnetic force selectively in different directions by selectively energizing two types of coils 38 and 39, one for valve opening and one for valve closing. A yoke 40° 41 for the valve is provided. The rotor 37 includes a magnetic force attracting portion 37a that can selectively approach the magnetic force generating portions 40a, 41a selectively generated in different directions for each yoke 40°41.

37b is provided (see Figure 4 (A) and (B)).
The rotor 37 is rotated by a rotational driving force generated by magnetic attraction.

Here, the yokes 40, 41 are constituted by a part of the housing 35, the coils 38, 39 are respectively wound around the rotor 37 rotation axis around the yoke 41 for valve closing, and the yokes 40, 41 are respectively wound around the rotation axis of the rotor 37. The magnetic force generating parts 4Qa and 41a are arranged adjacent to each other with the intermediate yoke 42 interposed therebetween so that the straight lines connecting the opposing magnetic force generating parts 4Qa and 41a are orthogonal to each other. rotor 3
The magnetic force attraction portion 37a is provided on the circumferential surface of 7.

A convex portion as 37b is provided respectively. The rotor 37 is rotatably supported by the housing 35 via a fixed shaft 43 and bearings 44, 45, so that the valve body 36 can rotate, and as the valve body 36 rotates, the opening opens. By increasing or decreasing the opening area of the intake bypass passage 3,
4a and the other intake bypass passage (not shown) to increase the flow rate of intake air supplied to the combustion chamber of the engine, thereby controlling the idle speed of the engine.

In this configuration, the current supply circuit to the coils 38 and 39 is the same as that shown in FIG.
The rotor 37 is duty-controlled by inputting a control pulse signal that alternately repeats high and low levels to the base terminal of the rotor 37 . In addition, in FIG. 3, 46 is a return spring.

According to the idle speed control valve having such a configuration, the rotary solenoid has the same effects as the embodiment of the first invention.
Eliminates the need for commutators and contact points, reducing material costs.
The durability and reliability can be improved, the weight of the rotor 37 can be reduced, and the responsiveness related to the rotation of the rotor 37, that is, the rotation of the valve body 36 can be improved.
The durability can also be improved. Furthermore, the rotating body can be simplified and a commutator is not required, resulting in miniaturization.

Furthermore, since no permanent magnet is used, cost reduction, demagnetization, magnetic flux changes due to temperature, etc. do not occur, and characteristics can be stabilized.

According to the above configuration, the valve opening and closing coils 38 and 39, the yokes 40 and 41, and the intermediate yoke 42 are arranged adjacent to each other, so that the intermediate yoke 42 can be used in common as a magnetic path. Therefore, the volume and weight of the intermediate yoke 42 can be halved, and since the yokes 40 and 41 are formed from a part of the housing 35, there is no need to use a special yoke, resulting in a smaller size.

Lighter weight and lower cost can be achieved. Furthermore, the rotor 37 also
It has a simple structure in which only convex portions as magnetic attraction portions 37a and 37b are provided on the outer periphery of both ends, and costs can be reduced.

<Effects of the Invention> As explained above, according to the rotary solenoid of the first invention, a commutator and a contact point are not required, material costs can be reduced, durability and reliability can be improved, and the weight of the rotor can be reduced. This makes it possible to improve the responsiveness of the rotation of the rotor, simplify the rotating body, and eliminate the need for a commutator, resulting in miniaturization. Furthermore, since no permanent magnet is used, cost reduction, demagnetization, magnetic flux changes due to temperature, etc. do not occur, and characteristics can be stabilized.

Further, according to the rotary solenoid type idle speed control valve of the second invention, it has the same effect as the above-mentioned rotary solenoid, and in particular, it can improve the responsiveness related to the rotation of the valve body and the durability of the rotor bearing. At the same time, the coils and yokes for valve opening and closing, and the intermediate yoke are arranged adjacent to each other, so that the intermediate yoke can be used as a magnetic path, so the volume and weight of the intermediate yoke can be halved. Moreover, since the yoke is formed from a part of the housing, there is no need to use a special yoke, and the size, weight, and cost can be reduced. Furthermore, the rotor has a simple structure with only convex portions provided on the outer periphery of both ends, reducing costs.

[Brief explanation of the drawing]

Fig. 1 is a schematic diagram showing one embodiment of the rotary solenoid according to the present invention, Fig. 2 is a schematic diagram showing another embodiment of the same rotary solenoid, and Fig. 3 is a schematic diagram showing another embodiment of the rotary solenoid according to the present invention. A cross-sectional view showing one embodiment of the control valve, FIGS. 4(A) and (B) are AA and B-B sectional views of FIG. 3, respectively, and FIG. 5(A) is a conventional idle speed A plan sectional view showing an example of a control valve,
FIG. 5(B) is a sectional view taken along the line AA in FIG. 5(A), and FIG. 6 is a schematic diagram of a conventional rotary solenoid. 20.31.37...Rotor 21,32.38.
... Valve opening coil 22.33.39... Valve closing coil 23.29.40... Valve opening yoke 24,3
0.41...Valve closing yoke 20a, 31a. 31a, 31b--Magnetic attraction part 23a, 24a,
29 a. 30a, 40a, 41a...Magnetic force generating section 35.
...Housing 36...Valve body

Claims (2)

[Claims] (1) The rotor includes a rotor and two types of yokes that are arranged around the rotor and generate magnetic forces selectively in different directions by selectively energizing the two types of coils, and the rotor has the magnetic force. A rotary solenoid characterized in that a magnetic attraction part that can selectively approach a generating part is provided, and the rotor is rotated by a rotational driving force generated by the magnetic attraction action. (2) The rotor includes a rotor and two types of yokes that are arranged around the rotor and generate magnetic forces selectively in different directions by selectively energizing the two types of coils, and the rotor has the magnetic force. A magnetic attraction part that can selectively approach the generating part is provided, and a rotary solenoid is provided that rotates the rotor by the rotational driving force generated by the magnetic attraction action, and a rotary solenoid is provided that extends from the intake passage upstream of the intake throttle valve. a valve seat provided with an opening that communicates the upstream intake bypass passage with the intake throttle valve connected to the downstream intake bypass passage leading to the intake passage downstream from the intake throttle valve; and a valve seat connected to the rotor and held in sliding contact with the valve seat. and a valve body that is rotated along the valve seat via the rotor to variably control the opening area of an opening provided in the valve seat to bypass the intake throttle valve. The idle speed control valve is configured to increase or decrease the amount of intake air supplied by the yoke, the yoke being a part of the main body housing, and the coil being wound around the yoke around the rotational axis of the rotor. , and the intermediate yokes are interposed so that the straight lines connecting the opposing pair of magnetic force generating parts of each yoke are perpendicular to each other, and the protrusions serving as the magnetic force attracting parts are provided on the circumferential surface of the rotor. A rotary solenoid type idle speed control valve characterized by being configured.