KR20220084884A - Actuator for vehicle coolant control valve - Google Patents

Abstract

The actuator of the coolant control valve for a vehicle for controlling the flow of coolant according to the present invention disclosed herein includes a drive unit that generates a driving force, an output unit that is rotated about an output shaft by the driving force of the driving unit and outputs to the control valve, and detects the movement of the output unit. It includes a sensing unit to control, and an interference unit that is interlocked with the output unit between the output unit and the sensing unit, and is sensed by the sensing unit, and the interference unit is shaft-fixed at the upper end of the output shaft so as to face the sensing unit at a predetermined distance. . According to this configuration, it is possible to accurately detect the motion of the interference unit interlocking with the output unit, thereby improving control efficiency.

Description

Actuator of a vehicle coolant control valve {ACTUATOR FOR VEHICLE COOLANT CONTROL VALVE}

The present invention relates to an actuator for a coolant control valve for a vehicle, and more particularly, to a coolant control valve for a vehicle capable of more accurately detecting and controlling the output state of an output gear that transmits a driving force to a control valve for controlling the flow of coolant in a vehicle. of the actuator.

A vehicle driven by an engine, which is an internal combustion engine, is equipped with various types of valves inside. These valves are configured to distribute, control or regulate various types of fluid flows according to uses such as engine cooling, indoor space cooling/heating, exhaust gas recirculation (EGR), and the like. In particular, the control valve mounted on the vehicle may be provided as a multi-valve to control the flow of coolant circulating inside and outside the engine in multiple directions.

An inductive sensor, which is one of proximity sensors that senses the operation of the control valve, is applied to the control valve mounted on the vehicle to change the direction of the coolant or to adjust the flow rate. Such an inductive sensor is connected to a plurality of reduction gears, and a detection error may occur due to material characteristics. Accordingly, in recent years, research has been conducted to improve the sensing accuracy of the sensor for the precise control performance of the control valve.

Republic of Korea Patent Publication No. 10-2017-0136506 Republic of Korea Patent Publication No. 10-1500391

SUMMARY OF THE INVENTION It is an object of the present invention to provide an actuator for a coolant control valve for a vehicle capable of improving control efficiency by accurately detecting an operation state of an output unit that transmits a driving force to a control valve that controls the flow of coolant.

The actuator of the vehicle coolant control valve for controlling the flow of coolant according to the present invention for achieving the above object includes a drive unit that generates a driving force, an output that is rotated about an output shaft by the driving force of the driving unit, and is output to the control valve a unit, a sensing unit detecting a movement of the output unit, and an interference unit provided to interlock with the output unit between the output unit and the sensing unit and sensed by the sensing unit, wherein the interference unit is spaced apart from the sensing unit The axis is fixed to the upper end of the output shaft so as to face each other so that the movement is not limited.

In addition, the output unit may include an output gear rotated about the output shaft, and the interference unit may include a sensor member having a metal plate shape facing the output gear at a spaced position.

In addition, at least one seating protrusion protruding in the axial direction is provided on the upper end of the output shaft, and at least one seating hole is provided in the sensor member so that the at least one seating projection is inserted, and the seating protrusion is provided in the seating hole. may be inserted so that the sensor member is seated on the upper end of the output shaft and fixed.

In addition, the output gear and the output shaft are provided integrally with each other by injection molding, and the output shaft may have a stepped shape such that the diameter of the lower end extending in the axial direction is smaller than the diameter of the upper end facing the sensing unit. have.

In addition, an insertion shaft for preventing shrinkage deformation of the output shaft is inserted into the output shaft, and the insertion shaft may be provided by non-injection molding of a metal material.

In addition, the sensor member may be fused and fixed to the upper end of the output shaft.

In addition, the output gear may be provided by injection molding, and the output shaft may be provided by non-injection molding and inserted into the center of the output gear with a bearing interposed therebetween to be connected to the output gear.

In addition, the sensor member may be bolted to the upper end of the output shaft in the axial direction, or may be seated in a seating groove provided at the upper end of the output shaft to be posture-fixed by a snap ring.

Also, it may include a transmission unit provided between the driving unit and the output unit, the transmission unit including at least one transmission gear for decelerating and transmitting the driving force of the driving unit to the output unit.

In addition, the interference part may have a rotation radius that does not overlap with an operating range of a transmission gear meshing with the output unit among the plurality of transmission gears.

In addition, the sensing unit may include a substrate including a printed circuit board (PCB), and the output shaft of the output unit may be axially connected to the substrate.

In addition, the driving unit, the output unit, the sensing unit, and may include a housing for supporting the interference unit therein.

The actuator of the vehicle coolant control valve according to a preferred embodiment of the present invention includes a driving unit generating a driving force, rotating about an output shaft by the driving force of the driving unit, and using the driving force to control the flow of the coolant. an output unit for outputting to , a transmission unit provided between the driving unit and the output unit to decelerate the driving force of the driving unit to the output unit and transferring the driving force to the output unit, a sensing unit sensing a motion of the output unit, and a space between the output unit and the sensing unit It is provided to interlock with the output unit and includes an interference unit sensed by the sensing unit, wherein the interfering unit is axis-fixed to the upper end of the output shaft to face the sensing unit at a predetermined interval, and does not overlap outside the operating range of the transmission unit has a radius of rotation.

In addition, the output unit may include an output gear rotated about the output shaft, and the interference unit may include a sensor member having a metal plate shape facing the output gear at a spaced position.

In addition, the output gear and the output shaft are provided integrally with each other by injection molding, and the output shaft may have a stepped shape such that the diameter of the lower end extending in the axial direction is smaller than the diameter of the upper end facing the sensing unit. .

In addition, an insertion shaft for preventing shrinkage deformation of the output shaft is inserted into the output shaft, and the insertion shaft may be provided by non-injection molding of a metal material.

In addition, the output gear may be provided by injection molding, and the output shaft may be provided by non-injection molding and inserted into the center of the output gear with a bearing interposed therebetween to be connected to the output gear.

In addition, in the sensor member, at least one seating hole provided in the sensor member is inserted into at least one seating protrusion protruding in the axial direction from the top of the output shaft to be seated on the top of the output shaft, or to the top of the output shaft It may be fused, bolted to the upper end of the output shaft in the axial direction, or seated in a seating groove provided at the upper end of the output shaft to be posture-fixed by a snap ring.

In addition, the transmission unit may include at least one transmission gear that transmits the driving force of the driving unit to the output unit by decelerating it.

In addition, the sensing unit includes a substrate including a printed circuit board (PCB), a housing including a housing for supporting the driving unit, the output unit, the transmitting unit, the sensing unit and the interference unit therein, and a cover for covering the housing may include wealth.

According to the present invention having the above configuration, it is possible to prevent a change in the position of the interference part due to the existing deformation caused by injection molding of the output part, so that the interference part interlocking with the movement of the output part can always maintain a certain distance from the sensing part . Accordingly, it is possible to improve the sensing accuracy by maintaining the optimum sensing sensitivity.

In addition, since the rotation radius of the interference part does not overlap the operation section of the transmission section, it is advantageous to secure the operation section between the plurality of gears. For this reason, it is advantageous to reduce the product size according to the gear arrangement radius. In addition, since the interfering unit does not interfere with neighboring components, an optimal sensitivity interval between the sensing unit and the interfering unit may be constantly maintained.

1 is a perspective view schematically illustrating an actuator of a vehicle coolant control valve according to a first preferred embodiment of the present invention.
FIG. 2 is an exploded perspective view schematically illustrating an actuator of the coolant control valve for a vehicle illustrated in FIG. 1 .
3 is a perspective view schematically illustrating an output unit and an interference unit shown in FIG. 2 .
4 is a cross-sectional view schematically illustrating an output unit and an interference unit shown in FIG. 2 .
5 is a cross-sectional view schematically illustrating an actuator of a vehicle coolant control valve according to a second preferred embodiment of the present invention.
6 is a cross-sectional view schematically illustrating an actuator of a vehicle coolant control valve according to a third preferred embodiment of the present invention. and,
7 is a cross-sectional view schematically illustrating an actuator of a vehicle coolant control valve according to a fourth preferred embodiment of the present invention.

Hereinafter, a preferred embodiment of the present invention will be described with reference to the accompanying drawings. However, the spirit of the present invention is not limited to such embodiments, and the spirit of the present invention may be differently proposed by adding, changing, and deleting components constituting the embodiment, but this is also included in the scope of the present invention. will become

1 is a perspective view schematically showing an actuator 1 of a vehicle coolant control valve according to a first preferred embodiment of the present invention, and FIG. 2 is a vehicle coolant control valve according to the first preferred embodiment shown in FIG. It is an exploded perspective view schematically showing the actuator (1).

1 and 2 , the actuator 1 of the vehicle coolant control valve according to the first preferred embodiment of the present invention includes a housing 10 , a driving unit 20 , an output unit 30 , and a transmission unit 40 . ), a sensing unit 50 and an interference unit 60 .

For reference, the actuator 1 of the coolant control valve for a vehicle described in the present invention is connected to the engine E of the vehicle to control the driving of the coolant control valve for controlling the flow of coolant. do. However, the present invention is not limited thereto, and the actuator 1 of the coolant control valve for a vehicle according to the present embodiment may be applied to various control valves such as an air switching valve, coolant switch valve, and oil valve for controlling the flow of fluid or gas. It is of course possible that

The housing unit 10 supports and protects the driving unit 20 , the output unit 30 , the transmission unit 40 , the sensing unit 50 , and the interference unit 60 , which will be described later, therein. In this embodiment, the housing unit 10 includes a housing 11 that supports the driving unit 20 , the output unit 30 , the transmission unit 40 , the sensing unit 50 and the interference unit 60 therein, and the housing It is exemplified as including a cover 12 that covers the 11 to protect the inside. However, the present invention is not limited thereto, and the driving unit 20 , the output unit 30 , the transmission unit 40 , the sensing unit 50 , and the interference unit 60 are installed in a state in which the housing unit 10 is separated into a plurality of pieces. Variants of supporting and protecting are also possible.

For reference, as shown in FIG. 2 , the housing 11 of the housing unit 10 includes first and second installation spaces 13 and 14 in which a driving unit 20 and an output unit 30 to be described later are installed, respectively. this will be provided In addition, a partition wall 15 is provided between the first and second installation spaces 13 and 14, and the vibration generated when the driving unit 20 is driven is outputted from the second installation space 14 in which the output unit 40 is provided. transmission can be prevented.

The driving unit 20 generates driving force. To this end, the driving unit 20 includes a driving source 21 including a driving motor that generates a driving force by a rotational force. Here, the drive shaft 22 is provided at the center of rotation of the drive source 21 , and the drive gear teeth 23 are provided on the outer peripheral surface of the drive shaft 22 .

The output unit 30 outputs the driving force of the driving unit 20 to a control valve (not shown) provided outside the housing unit 10 . As shown in FIGS. 2 and 3 , the output unit 30 includes an output gear 31 that receives a driving force generated from the driving source 21 of the driving unit 20 and rotates about the output shaft 32 .

The output gear 31 may be provided by injection molding. In addition, the output gear 33 is provided on the outer peripheral surface of the output gear 31 . At this time, the output gear 31 has a shape in which a portion of the region is cut.

The output shaft 32 is injection molded integrally with the output gear 31 to provide a rotation center of the output gear 31 . In this case, the output shaft 32 may be contracted and deformed due to material characteristics due to injection molding. Accordingly, as shown in FIG. 4 , the output shaft 32 has a stepped shape such that the diameter of the lower end extending in the axial direction is smaller than the diameter of the upper end facing the sensing unit 50 , that is, the step 34 is the middle is provided in Due to the step 34, the output shaft 32 has a relatively thin region, which is advantageous in preventing shrinkage deformation.

For reference, the output unit 30 may be inserted into the second installation space 14 of the housing 11 with the spring 35 connected to the output gear 31 interposed therebetween.

The transmission unit 40 is provided between the driving unit 20 and the output unit 30 , and transmits the driving force of the driving unit 20 to the output unit 30 . Here, the transmission unit 40 includes at least one transmission gears 41 and 42 for decelerating and transmitting the driving force of the driving unit 20 to reduce the driving force in multiple stages.

To this end, in the present embodiment, the transmission unit 40 is illustrated and illustrated as including the first and second transmission gears 41 and 42, but is not limited thereto. That is, it is natural that various modifications are possible, such as the transmission unit 40 is connected to three or more transmission gears or is connected to a single transmission gear.

The first transmission gear 41 is gear-connected to the drive shaft 22 of the drive source 21 of the drive unit 20 and rotates about the first transmission shaft 43 . The first transmission gear 41 is provided along the outer circumferential surface of the first transmission gears 44 meshing with the driving gear teeth 23 provided along the outer circumferential surface of the drive shaft 22 of the drive source 21 . Here, since the first transmission gear 41 has a larger rotation radius than the driving shaft 22 , the driving force generated from the driving source 21 is decelerated.

The second transmission gear 42 is rotated about the second transmission shaft 46 to mesh with the first transmission gear 41 , and the driving force of the first transmission gear 41 is reduced and transmitted to the output unit 30 . do. At this time, the second transmission gear 42 is engaged with the first transmission shaft gear teeth 45 provided on the outer circumferential surface of the first transmission shaft 42 of the first transmission gear 41, the second transmission gear teeth 47 on the outer circumferential surface. is prepared In addition, the second transmission shaft gear teeth 48 provided on the outer circumferential surface of the second transmission shaft 44 of the second transmission gear 42 mesh with the output gear teeth 33 provided on the outer circumferential surface of the output gear 31 , so that the output gear The driving force is transmitted to (31). Here, since the second transmission gear 42 is provided to be larger than the radius of the first transmission shaft 42 , the second transmission gear 42 may reduce the driving force transmitted from the first transmission gear 41 .

In summary, the driving force of the driving unit 20 sequentially decelerated by the first and second transmission gears 41 and 42 is transmitted to the output gear 31 , and the output gear 31 is rotated around the output shaft 32 . rotate to

The sensing unit 50 detects the movement of the output unit 30 . To this end, the sensing unit 50 includes a substrate including a printed circuit board (PCB). Here, the sensing unit 50 including the substrate may be provided with a shaft hole 51 into which the sensing shaft 62 of the interference unit 60 to be described later is inserted.

The interference unit 60 is provided between the output unit 30 and the sensing unit 50 to interlock with the output unit 30 , and is detected by the sensing unit 50 . As shown in FIG. 3 , the interference unit 60 includes a sensor member 61 that is shaft-fixed to the upper end of the output shaft 32 so as to face the sensing unit 50 at a predetermined interval. That is, the interference unit 60 includes a sensor member 61 rotated together with the output unit 30 , and the sensing unit 50 detects the sensor member 61 to determine the output state of the output unit 30 . will sense

The sensor member 61 is provided with a plate made of a metal material facing the sensing unit 50 and spaced apart from each other at a predetermined interval (G). Here, it is preferable that the sensor member 61 has a predetermined area so as to overlap the output gear 31 and is provided between the sensing unit 50 and the output gear 31 . In this embodiment, as the output gear 31 has a disk shape in which a portion of the area is cut and removed, the sensor member 61 is exemplified as a semicircular metal plate. However, it goes without saying that the shape of the sensor member 61 is not limited to the illustrated example.

In addition, the sensor member 61 is shaft-coupled to the upper end of the output shaft 30 and rotates together in association with the rotation of the output unit 30 . As shown in FIGS. 3 and 4, the sensor member 61 has at least one seating hole ( 63) is provided. Therefore, the seating protrusion 31a protruding from the upper end of the output shaft 32 is inserted into the seating hole 63 of the sensor member 61 , thereby being seated and fixed on the output shaft 32 . Accordingly, the sensor member 61 is rotated together with the rotation of the output shaft 32 , thereby interlocking with the rotation of the output gear 31 .

Here, the sensor member 61 faces the sensing unit 50 at a predetermined interval (G). That is, as the sensor member 61 is posture-fixed by inserting the seating holes 63 into the seating protrusions 31a provided on the output shaft 32, the sensor member 61 and the sensing unit 50 are provided for sensing sensitivity. It can be secured by maintaining the optimum gap (G). At this time, since other components such as the transmission unit 40 are not located between the sensor member 61 and the sensing unit 50 , the sensing performance of the sensing unit 50 with respect to the sensor member 61 is constantly maintained. can

In addition, as shown in FIG. 4 , the rotation radius of the sensor member 61 does not overlap with the rotation radius that is the operating range of the second transmission gear 42 located at the rear end of the transmission unit 40 based on the driving force transmission direction. does not Accordingly, the sensor member 61 does not interfere with the rotation of the second transmission gear 42 and does not collide, so that high-quality sensing is possible.

As described above, in the actuator 1 of the vehicle coolant control valve according to the first embodiment of the present invention, the output gear 31 and the output shaft 32 are integrally injection-molded, thereby simplifying the structure. At this time, the shrinkage deformation due to the thick thickness of the output shaft 32 provided by injection molding can be prevented by forming the step 34 in the output shaft 32 . Since the sensor member 61 is axis-fixed with respect to the output shaft 32 in which such shrinkage deformation is prevented and can always maintain a constant position, the optimum sensitivity gap G between the sensing unit 50 and the sensor member 61 can keep

A control operation of the actuator 1 of the vehicle coolant control valve according to the first embodiment of the present invention will be described with reference to FIGS. 1 to 4 .

As shown in FIGS. 1 and 2 , when a driving force is generated from the driving source 21 , the driving force of the driving source 21 is a first transmission meshed with the driving gear teeth 23 and the first transmission teeth 44 of the driving shaft 22 . It is transmitted to the gear (41). The second transmission gear 42 meshing with the first transmission shaft gear teeth 45 provided on the outer circumferential surface of the first transmission shaft 42 of the first transmission gear 41 in association with the rotation of the first transmission gear 41 is rotated As the second transmission gear 42 rotates about the second transmission shaft 46 , the output gear 31 is rotated by the meshing between the second transmission shaft gear teeth 48 and the output gear teeth 33 .

As such, the driving force of the driving unit 20 is decelerated in multiple steps by the transmission unit 40 and transmitted to the output gear 31 , and the output shaft 32 of the output gear 31 is connected to a vehicle coolant control valve (not shown). Accordingly, the flow of the vehicle coolant is controlled.

At this time, as shown in FIGS. 3 and 4 , the seating protrusion 31a protruding from the upper end of the output shaft 32 provided integrally with the output gear 31 by injection molding has a seating hole 63 of the sensor member 61 . ) by being inserted into and coupled to each other, the sensor member 61 is rotated by the rotation of the output shaft 32 . For this reason, the driving force generated from the driving unit 20 is interlocked with the rotation of the output gear 31 which is decelerated and transmitted through the first and second transmission gears 41 and 42 of the transmission unit 40, and the sensor member 61 ) is also rotated.

The rotation of the sensor member 61 is sensed by the opposite sensing unit 50 , so that the sensing unit 50 detects an output state of the output unit 30 . Here, the sensing unit 50 may control the driving force generated from the driving unit 20 according to the information sensing the interference unit 60 . By detecting the accurate output state of the output gear 31, it is possible to improve the flow rate control efficiency of the control valve that controls the flow of the vehicle coolant.

Referring to FIG. 5 , an actuator 100 of a coolant control valve for a vehicle according to a second preferred embodiment of the present invention is schematically illustrated.

Referring to FIG. 5 , the actuator 100 of the vehicle coolant control valve according to the second preferred embodiment of the present invention includes a housing 10 , a driving unit 20 , an output unit 130 , a transmission unit 40 , and a sensing unit. It includes a unit 50 and an interference unit 160 .

For reference, in FIG. 5, the housing 10, the driving unit 20, and the transmission unit 40 similar to the actuator 1 of the vehicle coolant control valve according to the first embodiment shown in FIGS. 1 and 2 are shown in FIG. The composition has omitted the city. In addition, a configuration similar to the actuator 1 of the vehicle coolant control valve according to the first embodiment shown in FIGS. 1 and 2 will be described with the same reference numerals.

The output unit 130 according to the second embodiment includes an output gear 131 , an output shaft 132 and an insertion shaft 132a.

The output gear 131 is provided with an output gear tooth 133 meshing with the second transmission shaft gear tooth 48 provided on the outer circumferential surface of the second transmission shaft 46 of the second transmission gear 42 on the outer peripheral surface. Accordingly, the output gear 131 is rotated about the output shaft 132 by the driving force of the driving unit 20 transmitted by the transmission unit 40 .

Here, the output gear 131 and the output shaft 132 are similar to the first embodiment in that they are provided by injection molding integrally with each other. However, in the second embodiment, in order to prevent the contracting deformation of the output shaft 132, a separately provided insertion shaft 132a is inserted into the output shaft 132 . In this case, the insertion shaft 132a is preferably made of a metal material having rigidity and is provided by non-injection molding.

In the interference unit 160 according to the second embodiment, as in the first embodiment, the sensor member 161 including a semicircular metal plate is disposed at the upper end of the output shaft 132 with the sensing unit 50 and a predetermined interval G ) to face each other. Here, the sensor member 161 is fused to the upper end of the output shaft 132 and fixed in its posture, so that it is rotated in association with the rotation of the output shaft 132 .

The sensor member 161 is fixed to the upper end of the output shaft 132 from which deformation is prevented and can always face the sensing unit 50 while maintaining a certain distance G, so that the optimal sensitivity gap G under optimal conditions. ) can be maintained at all times. In addition, as the rotation radius of the sensor member 161 does not interfere with the transmission unit 40 , it is advantageous in that the operation section of the transmission unit 40 can be secured.

Referring to FIG. 6 , an actuator 200 of a coolant control valve for a vehicle according to a third preferred embodiment of the present invention is schematically illustrated.

Referring to FIG. 6 , the actuator 200 of the vehicle coolant control valve according to the third preferred embodiment of the present invention includes a housing 10 , a driving unit 20 , an output unit 230 , a transmission unit 40 , and a sensing unit. It includes a unit 50 and an interference unit 260 .

For reference, even in the diagram of FIG. 6 , the housing 10, the driving unit 20 and the transmission unit 40 similar to the actuator 1 of the vehicle coolant control valve according to the first embodiment shown in FIGS. 1 and 2 are provided. The configuration is omitted and described with the same reference numerals.

The output unit 230 according to the third embodiment includes an output gear 231 , an output shaft 232 , and a bearing 234 .

The output gear 231 is rotated by meshing the second transmission gear 42 and the second transmission shaft gear 48 and the output gear 233 of the transmission unit 40 . The output gear 231 is rotated about the output shaft 232 , and the output shaft 232 is separately provided and inserted into the center of the output gear 231 by a bearing 234 to be connected. That is, the output gear 231 is not integrally injection-molded with the output shaft 232 and is provided independently.

Here, the output gear 231 may be provided by injection molding. In addition, the output shaft 232 is provided by non-injection molding to prevent shrinkage deformation, and may be made of a metal material having rigidity.

As in the first embodiment, the interference unit 260 according to the third embodiment includes a sensor member 261 including a semi-circular metal plate at an upper end of the output shaft 232 , with the sensing unit 50 and a predetermined interval G ) to face each other. Here, the sensor member 261 is fixed to the upper end of the output shaft 232 by a bolt 262 , and is rotated in association with the rotation of the output shaft 232 . At this time, the bolt 262 is bolted with the sensor member 261 interposed therebetween in the axial direction with respect to the output shaft 232, so that the bolt 262 serves as a kind of sensor axis to provide the center of rotation of the sensor member 261. have.

As described above, as the output shaft 232 having rigidity provided by non-injection molding does not shrink and deform, the sensor member 261 shaft-fixed to the output shaft 232 is spaced apart from the sensing unit 50 ( G) can be maintained at all times. As the sensing unit 50 detects the movement of the sensor member 261 , the control efficiency of the output unit 230 may be improved.

Referring to FIG. 7 , an actuator 300 of a coolant control valve for a vehicle according to a fourth preferred embodiment of the present invention is schematically illustrated.

Referring to FIG. 7 , the actuator 300 of the vehicle coolant control valve according to the fourth preferred embodiment of the present invention includes a housing 10 , a driving unit 20 , an output unit 330 , a transmission unit 40 , and a sensing unit. It includes a unit 50 and an interference unit 360 .

For reference, even in the illustration of FIG. 7, the housing 10, the driving unit 20, and the transmission unit 40 similar to the actuator 1 of the vehicle coolant control valve according to the first embodiment shown in FIGS. 1 and 2 are provided. The configuration is omitted and described with the same reference numerals.

The output unit 330 according to the fourth embodiment includes an output gear 331 , an output shaft 332 , and a bearing 334 . The output unit 330 according to the fourth embodiment is similar to the output unit 230 according to the third embodiment described above, the output gear 331 provided by injection molding and the non-injection method. It includes an output shaft 332 of a metal material provided. Here, the output shaft 332 is inserted into the center of the output gear 331 with the bearing 334 therebetween, and is connected to the output gear 331 . That is, the output gear 331 is not injection molded integrally with the output shaft 332 and is provided independently, so that the output shaft 332 is not contracted and deformed due to material characteristics.

As in the first embodiment, the interference unit 360 according to the fourth embodiment includes a sensor member 361 including a semi-circular metal plate at an upper end of the output shaft 332 with the sensing unit 50 and a predetermined interval G. ) to face each other. Here, the sensor member 361 is fixed to the upper end of the output shaft 332 by a snap ring (Snap ring) 362 . At this time, a stepped seating groove 332a is provided at the upper end of the output shaft 332 so that the sensor member 361 can be seated, and the sensor member 361 seated in the seating groove 332a interferes with the snap ring 362 . and the posture becomes fixed.

Accordingly, the sensor member 361, which is rotated in association with the rotation of the output shaft 332, is detected by the sensing unit 50 facing the sensor member 361 at a constant interval G at all times, thereby accurately detecting the output state of the output unit 330. be able to detect

As described above, although described with reference to preferred embodiments of the present invention, those skilled in the art can variously modify and change the present invention without departing from the spirit and scope of the present invention as set forth in the claims below. You will understand that it can be done.

1: Actuator of the vehicle coolant control valve.
10: housing unit
20: drive unit
30: output unit
40, 140, 240, 340: transmission unit
50: detection unit
60, 160, 260, 360: Interfering part

Claims (20)

In the actuator of a vehicle coolant control valve for controlling the flow of coolant,
a driving unit generating a driving force;
an output unit which is rotated about an output shaft by the driving force of the driving unit and outputs the output to the control valve;
a sensing unit for detecting a movement of the output unit; and
an interference unit provided between the output unit and the sensing unit to interlock with the output unit and sensed by the sensing unit;
includes,
The actuator of the coolant control valve for a vehicle in which the interference part is fixed to the upper end of the output shaft so as to face the sensing part at a predetermined distance so that movement is not restricted. According to claim 1,
The output unit includes an output gear that is rotated about the output shaft,
The actuator of the coolant control valve for a vehicle, wherein the interference part includes a sensor member having a metal plate shape facing the output gear at a spaced position. 3. The method of claim 2,
At least one seating protrusion protruding in the axial direction is provided on the upper end of the output shaft, and the sensor member is provided with at least one seating hole so that the at least one seating projection is inserted;
An actuator of a coolant control valve for a vehicle in which the seating protrusion is inserted into the seating hole and the sensor member is seated and fixed on the upper end of the output shaft. 3. The method of claim 2,
The output gear and the output shaft are provided integrally with each other by injection molding, and the output shaft has a stepped shape such that the diameter of the lower end extending in the axial direction is smaller than the diameter of the upper end facing the sensing unit. actuator of the valve. 5. The method of claim 4,
An insertion shaft for preventing shrinkage deformation of the output shaft is inserted into the output shaft,
The insertion shaft is an actuator of a coolant control valve for a vehicle provided by non-injection molding of a metal material. 3. The method of claim 2,
An actuator of a coolant control valve for a vehicle in which the sensor member is fused and fixed to an upper end of the output shaft. 3. The method of claim 2,
The output gear is provided by injection molding, and the output shaft is provided by non-injection molding and inserted into the center of the output gear with a bearing interposed therebetween to be connected to the output gear. 8. The method of claim 7,
The sensor member is bolted to the upper end of the output shaft in the axial direction, or is seated in a seating groove provided at the upper end of the output shaft, and is posture-fixed by a snap ring. According to claim 1,
a transmission unit provided between the driving unit and the output unit and including at least one transmission gear for decelerating and transmitting the driving force of the driving unit to the output unit;
An actuator of a vehicle coolant control valve comprising a. 10. The method of claim 9,
The actuator of the coolant control valve for a vehicle, wherein the interference part has a rotation radius that does not overlap an operating range of a transmission gear meshing with the output part among the plurality of transmission gears. According to claim 1,
The sensing unit includes a substrate including a printed circuit board (PCB),
The output shaft of the output unit is an actuator of a vehicle coolant control valve axially connected to the substrate. According to claim 1,
a housing for supporting the driving unit, the output unit, the sensing unit, and the interference unit therein;
An actuator of a vehicle coolant control valve comprising a. a driving unit generating a driving force;
an output unit rotated about an output shaft by the driving force of the driving unit and outputting the driving force to a vehicle coolant control valve that controls the flow of the coolant;
a transmission unit provided between the driving unit and the output unit to decelerate and transmit the driving force of the driving unit to the output unit;
a sensing unit for detecting a movement of the output unit; and
an interference unit provided between the output unit and the sensing unit to interlock with the output unit and sensed by the sensing unit;
includes,
The actuator of the coolant control valve for a vehicle is fixed to the upper end of the output shaft so that the interference part faces the sensing part at a predetermined distance, and has a rotation radius that does not overlap the operating range of the transmission part. 14. The method of claim 13,
The output unit includes an output gear that is rotated about the output shaft,
The actuator of the coolant control valve for a vehicle, wherein the interference part includes a sensor member having a metal plate shape facing the output gear at a spaced position. 15. The method of claim 14,
The output gear and the output shaft are provided integrally with each other by injection molding, and the output shaft has a stepped shape such that the diameter of the lower end extending in the axial direction is smaller than the diameter of the upper end facing the sensing unit. of actuators. 16. The method of claim 15,
An insertion shaft for preventing shrinkage deformation of the output shaft is inserted into the output shaft,
The insertion shaft is an actuator of a coolant control valve for a vehicle provided by non-injection molding of a metal material. 15. The method of claim 14,
The output gear is provided by injection molding, and the output shaft is provided by non-injection molding and inserted into the center of the output gear with a bearing interposed therebetween to be connected to the output gear. 15. The method of claim 14,
In the sensor member, at least one seating hole provided in the sensor member is inserted into at least one seating protrusion protruding in the axial direction from the upper end of the output shaft to be seated on the upper end of the output shaft, or fused to the upper end of the output shaft, or , An actuator of a coolant control valve for a vehicle that is bolted to an upper end of the output shaft in an axial direction, or is seated in a seating groove provided at an upper end of the output shaft, and is posture-fixed by a snap ring. 14. The method of claim 13,
and the transmission unit includes at least one transmission gear for decelerating and transmitting the driving force of the driving unit to the output unit. 14. The method of claim 13,
The sensing unit includes a substrate including a printed circuit board (PCB),
a housing unit including a housing supporting the driving unit, the output unit, the transmitting unit, the sensing unit, and the interference unit therein, and a cover covering the housing;
An actuator of a vehicle coolant control valve comprising a.

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