JP2012241769A - Fluid control valve - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an electromagnetic secondary air control valve that forcibly opens a reed valve effectively using valve opening operation of a main valve without damaging the check valve function of the reed valve to comply with a severe demand such as miniaturization, light weight and a low cost.SOLUTION: A damper mechanism 20, which mechanically transmits the valve opening operation of the main valve 11 to the reed valve 17 and permits the valve closing operation of the reed valve 17 by a fluid pressure flowing backward, is disposed between the main valve 11 that controls the fluid needed to be supplied and the reed valve 17 that is formed out of a plate elastic body and acts as a check valve. Thus, since the reed valve 17 can forcibly be opened by the valve opening operation of the main valve 11 and also even in the valve opening operation of the main valve 11, regardless of the operation of the main valve 11, the reed valve 17 can be closed, any of the anticipated check valve function is not damaged.

Description

  The present invention relates to a fluid control valve for controlling a fluid flowing in a fluid passage formed inside a housing, and in particular, in a secondary air supply system for exhaust purification of an engine, secondary air fed by pressure from an air pump is converted into a catalytic converter. The present invention relates to a secondary air control valve suitable for opening and closing a secondary air flow path for introduction into the air.

(Conventional technology)
Conventionally, as an engine exhaust gas purification system, a three-way catalyst that purifies secondary air pumped from an air pump and exhaust gas exhausted from an engine combustion chamber when the exhaust gas temperature is low, such as when the engine is started A secondary air supply system that is introduced into a converter and promotes warm-up (activation) of a three-way catalyst is known. This secondary air supply system incorporates an electromagnetic secondary air control valve in which a solenoid valve and a check valve are integrated (see, for example, Patent Document 1).

The typical electromagnetic secondary air control valve will be outlined with reference to FIG.
The electromagnetic secondary air control valve 100 is generally composed of two valves arranged in series in the fluid passage R from the fluid inlet to the fluid outlet, that is, an electromagnetic valve 101 and a check valve 102. .
The solenoid valve 101 controls secondary air from an air pump (not shown), and is a main valve comprising a solenoid coil 110, a valve shaft 111 and a valve body 112 that are driven in the valve opening direction by an attractive force generated by the magnetic force. (Poppet type valve) 113 and the first valve seat 115 whose fluid passage port 114 is opened and closed by the valve body 112 are main components, and the secondary air from the air pump is introduced as shown by an arrow A by opening the valve. To do.

  On the other hand, the check valve 102 prevents exhaust gas flowing from the exhaust manifold to the three-way catalytic converter from flowing back to the solenoid valve 101 or the air pump side as shown by the arrow B in the exhaust pipe of the engine. A second valve seat 120 disposed coaxially with the valve seat 115 on the downstream side of the first valve seat 115, a reed valve 122 for opening and closing the fluid passage port 121, and the reed valve 122. The reed valve 122 is formed of a plate-like elastic body such as a leaf spring and regulates the fluid passage port 121 corresponding to the pressure difference applied from both sides of the arrows A and B. Open and close.

(Problems of conventional technology)
In such a secondary air control valve 100, when the main valve 113 of the solenoid valve 101 is opened, secondary air is introduced as indicated by an arrow A, and the reed valve 122 of the check valve 102 is opened by this fluid pressure. Secondary air is supplied to the three-way catalytic converter. In addition, when the main valve 113 is opened, the reed valve 122 responds to the backflow of exhaust gas transiently and temporarily due to the elastic restoring force of itself and the pressure difference applied from the arrows A and B. The valve is closed to prevent the exhaust gas from flowing backward to the solenoid valve 101 or the air pump side as indicated by arrow B.
However, in the secondary air control valve 100, the main valve 113 is driven by driving means (for example, the solenoid coil 110), whereas the reed valve 122 is self-opening type, and 2 to be supplied. Since the basic configuration is such that the reed valve 122 is opened against the elastic force by the pressure of the secondary air, the elastic force of the reed valve 122 itself becomes a pressure loss, and the flow rate that can be supplied is limited accordingly. I have a problem.

JP 2005-265482 A

  For this reason, measures such as adopting a high-capacity air pump or increasing the size of the electromagnetic secondary air control valve itself have been considered, but these measures are all mounted on the vehicle. The requirements for equipment downsizing, weight reduction, cost reduction, etc. are clearly contrary to the current situation, which is becoming increasingly severe, and responding to severe requirements such as downsizing, weight reduction and cost reduction. A solution is eagerly desired.

  This problem is not limited to the electromagnetic secondary air control valve described above, and is a common problem in various types of fluid control valves that are incorporated in various systems that have strict requirements on size, weight, price, etc. It has become.

  The present invention has been made to solve the above-described problems, and its purpose is to forcibly use the reed valve by effectively utilizing the valve opening operation of the main valve without impairing the check valve function of the reed valve. An object of the present invention is to provide a fluid control valve that can be opened to meet strict requirements such as miniaturization, weight reduction, and cost reduction.

[Means of Claim 1]
According to the fluid control valve employing the means of claim 1, the check valve comprises a main valve that is driven by the drive means and controls the fluid to be supplied, and a plate-like elastic body that opens and closes by receiving fluid pressure. A damper mechanism that mechanically transmits the opening operation of the main valve to the reed valve to open the reed valve and allows the reed valve to close by the fluid pressure flowing backward It is characterized by being arranged.

  Thus, when the main valve is opened, the reed valve can be forcibly opened by effectively utilizing the opening operation of the main valve. In any case, a desired amount of fluid can be supplied through the reed valve without sacrificing any fluid pressure, that is, without worrying about the pressure loss of the reed valve. In addition, when backflow occurs while the main valve is open, the reed valve closes due to the backflow pressure regardless of the operation of the main valve, which may impair the intended check valve function. Absent.

[Means of claim 2]
According to the fluid control valve employing the means of claim 2, the first valve seat on the main valve side and the second valve seat on the reed valve side are arranged on the same axis, and the damper mechanism A first member that is coupled to the valve shaft and moves integrally with the valve shaft, a second member that transmits the movement of the first member to the reed valve, and a first member and a second member, It is characterized by comprising an elastic member that allows movement of the second member toward the first member.

  By adopting such a configuration, the movement of the main valve can be transmitted to the reed valve in a straight line and at the shortest distance, and the damper mechanism itself can be configured with a small number of parts such as three parts. The valve can be small, light and inexpensive.

[Means of claim 3]
According to the fluid control valve employing the means of claim 3, in addition to the structure of the means of claim 2, in particular, the first member of the damper mechanism is integrally formed with the valve shaft of the main valve. Yes.
By adopting such a configuration, the first member can be manufactured at the same time when the valve shaft of the main valve is manufactured, for example, by cold forging of metal, which further contributes to cost reduction of the entire fluid control valve. be able to.

[Means of claim 4]
According to the fluid control valve employing the means of claim 4, the damper mechanism in the means of claim 2 or claim 3 includes the fluid outlet side end of the first member and the fluid inlet side end of the second member, that is, The portions facing each other form a cylindrical portion, the cylindrical portion of the second member is slidably fitted to the cylindrical portion of the first member, and the elastic member is in both the cylindrical portions. It is characterized by being arranged to be stretchable.
By adopting such a configuration, the axial length of the damper mechanism can be shortened and the three parts can be made compact, which can further contribute to reducing the size and weight of the entire fluid control valve.

[Means of claim 5]
According to the fluid control valve employing the means of claim 5, the damper mechanism in the means of claims 2 to 4 is provided with a contact made of a heat-resistant elastic body at the end of the second member on the reed valve side. The contact is in direct contact with the reed valve and is elastically deformed in response to the opening operation (curvature deformation) of the reed valve.
According to this configuration, when the reed valve is opened (during bending deformation), the contact member follows and elastically deforms, so the second member does not tilt with respect to the valve shaft of the main valve, and the reed Ensuring a sufficient pressing area with the valve, and stable transmission of the main valve to the reed valve enables the reed valve to be forcibly opened without any problems with the main valve. Can do.

[Means of claim 6]
According to the fluid control valve employing the means of claim 6, the fluid inlet is connected to the air pump, and the fluid outlet is connected to the exhaust pipe of the engine, which is used as a secondary air control valve.
According to this configuration, it is possible to provide a secondary air control valve that is suitable as an on-vehicle device that has strict requirements such as reduction in size, weight, and cost.

It is a longitudinal cross-sectional view which shows typically the electromagnetic secondary air control valve (state before operation | movement) which is Example 1 of the fluid control valve of this invention. FIG. 2 is an enlarged view of a main part of the electromagnetic secondary air control valve in FIG. 1, and is a cross-sectional view during normal operation. FIG. 2 is an enlarged view of a main part of the electromagnetic secondary air control valve in FIG. 1 and is a cross-sectional view showing a state during a backflow prevention operation. 1 shows a single structure of a damper mechanism, in which (a) is a sectional view for explaining a state before operation corresponding to FIG. 1, and (b) is a state during two operations corresponding to FIG. 2 and FIG. It is sectional drawing for demonstrating. It is typical sectional drawing of the center part of the fluid control valve (electromagnetic secondary air control valve) which concerns on a prior art.

  The best mode for carrying out the present invention will be described in detail with reference to the following examples.

[Example 1]
This embodiment shows an application example to a secondary air control valve used in an engine exhaust purification secondary air supply system, in particular, an electromagnetic secondary air control valve. This will be explained based on.
In the following description, the basic configuration of the electromagnetic secondary air control valve 1 is outlined with reference to FIGS. 1 to 3, and the damper mechanism 20 which is a characteristic configuration of the present invention is mainly described in detail with reference to FIG. To do.

[Basic configuration]
The electromagnetic secondary air control valve 1 shows a state before operation, FIG. 2 shows a state during normal operation (when secondary air is supplied), and FIG. 3 shows a state during backflow prevention operation. .
The secondary air control valve 1 introduces secondary air pressure-fed and supplied from an air pump 2 into an exhaust pipe 3 of an engine mounted on the vehicle (for example, an exhaust pipe that guides exhaust gas to the three-way catalytic converter 3a). And a check valve 6 that allows air flow in only one direction and blocks air flow in the opposite direction. The solenoid valve 5 and the check valve 6 are arranged in series in the fluid passage 4, and the solenoid valve 5 is located on the fluid inlet 4a side and the check valve 6 is located on the fluid outlet 4b side.
The electromagnetic valve 5 and the air pump 2 of the secondary air control valve 1 are controlled by an engine control unit (hereinafter abbreviated as ECU) 7 based on the operating state of the engine. When the temperature is low, the secondary air pressure-fed and supplied from the air pump 2 is guided to the three-way catalytic converter 3a through the fluid passage 4 as indicated by arrows A and A ', thereby warming up the three-way catalyst (active ).

  In the present embodiment, the housing 10 of the secondary air control valve 1 is constituted by two divided members, a valve housing 8 that houses the electromagnetic valve 5 and a case outlet 9 that houses the check valve 6. The housing 10 forms a fluid passage 4 having a fluid inlet 4a and a fluid outlet 4b therein, and constitutes a secondary air passage pipe directly connected to the exhaust pipe 3 of the engine. The valve housing 8 and the case outlet 9 are individually manufactured by aluminum die casting, and then integrally assembled with an appropriate seal member 10A for maintaining airtightness on the mating surfaces.

  The solenoid valve 5 is a poppet type main valve 11 that substantially controls the amount of secondary air introduced into the fluid passage 4, and a fluid passage port that is integrally formed with the valve housing 8 and is opened and closed by the main valve 11. A valve seat (first valve seat) 12 having 12a, a solenoid coil 13 that generates a magnetic attractive force when energized, and drives the main valve 11 in the valve opening direction, and the main valve 11 in the valve closing direction. The restoring spring 14 is energized, and a connector 15 for electrically connecting the solenoid coil 13 to the ECU 7.

The main valve 11 has a disc-like valve body 11a around which a heat-resistant rubber-based elastic body is fixed by using means such as baking, a valve shaft 11b for moving the valve body 11a, and the valve body 11a. The valve body 11a protrudes to the opposite side of the valve shaft 11b. The valve body 11a, the valve shaft 11b, and the operation rod 11c are integrally formed by, for example, metal cold forging. The valve shaft 11 b is coupled to a plunger 11 d that is attracted and driven by the magnetic attraction force of the solenoid coil 13 and returned to the original position by the restoring spring 14.
The valve body 11a of the main valve 11 closes the fluid passage port 12a by being seated on the valve seat 12 of the valve housing 8, and opens the fluid passage port 12a by being separated from the valve seat 12. The rod 11c constitutes a part of a damper mechanism 20 described later.

  In the check valve 6, exhaust gas flowing from the exhaust manifold to the three-way catalytic converter 3 a in the engine exhaust pipe 3 flows back to the main valve 11 and the air pump 2 side of the electromagnetic valve 5 through the fluid passage 4 as indicated by an arrow B. Is to prevent The check valve 6 has a fluid passage port 16a around which a heat-resistant rubber-based elastic body is fixed by means of baking or the like, and a metal plate (hereinafter simply referred to as a second valve seat) forming a second valve seat. 16), a reed valve 17 that opens and closes the fluid passage port 16a, and a reed stopper 18 that regulates the degree of opening (maximum opening) of the reed valve 17 as main components. The seat 16, the reed valve 17 and the reed stopper 18 are integrated by a fixing means 19 such as a mounting screw and then attached to the case outlet 9.

The reed valve 17 is made of a plate-like elastic member such as a leaf spring. The reed valve 17 always closes the fluid passage port 16a of the second valve seat 16 by its own elastic force and is deformed into a curved shape on the free end side. It is set as a cantilever-type normally closed valve that opens the fluid passage 16a sequentially (while gradually bending).
The lead stopper 18 is made of a metal plate such as a stainless steel plate, and has a curved stopper portion 18a for regulating the opening degree (maximum opening degree) of the reed valve 17 and a fluid when the reed valve 17 is opened. Fluid passage hole 18b that forms a passage that does not hinder the flow of the fluid.

[Characteristic configuration]
The main valve 11 and the valve seat 12 on the electromagnetic valve 5 side and the second valve seat 16 and the reed valve 17 on the check valve 6 side are arranged on the same axis, and between these valves 11 and 17 4 is provided with a damper mechanism 20 as shown in FIG. The structure of this damper mechanism 20 is demonstrated based on FIG.

  In FIG. 4, the damper mechanism 20 includes a first member 21 configured by a tip portion of the operation rod 11 c, a second member 22 that is slidably fitted to the first member 21, and both the members 21 and 22. The coil spring 23 is interposed between the contact member 24 and the second member 22.

The first member 21 and the second member 22 each have a cylindrical portion at a portion facing each other. Specifically, the tip end portion (fluid outlet side end portion) of the first member 21 is a bottomed cylindrical portion 21a, while the second member 22 is made of cold forging made of, for example, metal and has one end side thereof. It has a cup shape with a substantially U-shaped longitudinal cross section, and its open end (fluid inlet end) is a cylindrical portion 22a. Both the cylindrical portions 21a and 22a have a cylindrical shape, the inner diameter of the cylindrical portion 22a of the second member 22 is larger than the outer diameter of the cylindrical portion 21a of the first member 21, and The cylindrical portion 21a of the first member 21 is slidably fitted on the inner peripheral side of the cylindrical portion 22a. The coil spring 23 is configured as a compression spring, and is accommodated in a space 25 formed by both cylindrical portions 21a and 22a.
Further, the cylindrical portion 21a of the first member 21 and the cylindrical portion 22a of the second member 22 are changed from the operation state of FIG. 4A to the two operation states (solid line and two-dot chain line) of FIG. 4B. It has an axial length so that it can move relatively. The arrow C direction is also referred to as a downward or valve opening direction, and the arrow D direction is also referred to as an upward or valve closing direction.
The contactor 24 is a heat-resistant rubber-based elastic body, for example, a cylindrical body made of a fluororesin, and is fixed to the other end surface (the non-open side end) of the second member 22 at one end side thereof by means such as baking. . Therefore, the other end side of the contactor 24 comes into direct contact with the reed valve 17.

In the damper mechanism 20 configured as described above, FIG. 4A shows a state before operation corresponding to FIG. 1, and FIG. 4B shows a state during normal operation corresponding to FIG. 2 (solid line). ) And the backflow prevention state (two-dot chain line) corresponding to FIG.
The main functions of the damper mechanism 20 in the above states will be described with reference to FIGS.

In the present embodiment, in the state before the operation of the main valve 11 (the closed state shown in FIG. 1), the reed valve 17 in which the contactor 24 attached to the second member 22 of the damper mechanism 20 is closed. The mounting relationship and the like of each part is adjusted so as to present a state of simply abutting on. The initial compression load of the coil spring 23 and the elastic deformation initial load of the contactor 24 are set to values approximately equal to or higher than the initial valve opening load of the reed valve 17.
Therefore, the opening direction of the valve shaft 11b and the movement of the first member 21 (operation rod 11c) in the direction of the arrow C are transmitted from the first member 21 via the coil spring 23, the second member 22, and the contact 24. It is transmitted to the reed valve 17 as it is.

  Thus, when the solenoid valve 5 is energized and the main valve 11 is opened (the fluid passage port 12a of the valve seat 12 is opened), the damper mechanism 20 follows the movement in the valve opening direction of the valve shaft 11b, and the damper mechanism 20 The valve is lowered while pushing down, and the reed valve 17 is bent and deformed to forcibly open (the fluid passage port 16a of the second valve seat 16 is opened).

  Since the valve opening operation (curvature deformation) of the reed valve 17 is blocked by the stopper portion 18a of the reed stopper 18, when the reed valve 17 reaches the maximum opening, the movement of the reed valve 17 is mechanically stopped. Thereafter, the damper mechanism 20 is also prevented from descending, but the damper mechanism 20 itself contracts. That is, only the first member 21 moves while compressing the coil spring 23 in the valve opening direction as indicated by the arrow C, and the contactor 24 is elastically deformed so as to follow the curved shape of the reed valve 17. ) (Shown in FIG. 2). In addition, since the movement (single movement) of the first member 21 absorbs the valve opening stroke of the main valve 11, the valve opening stroke can be set on a safe side with a margin.

On the other hand, when the fluid pressure from the direction of arrow B is applied to the reed valve 17 when the main valve 11 is opened, the shape of the reed valve 17 changes from a curved state to a linear state while further contracting the damper mechanism 20. To go. That is, when the fluid pressure from the direction of arrow B is applied to the elastic restoring force of the reed valve 17, the second member 22 rises while compressing the coil spring 23 as indicated by arrow D. As a result, the second member 22 moves up regardless of the first member 21 (operation rod 11c) and the valve shaft 11b, and allows the reed valve 17 to change its shape from a curved state to a linear state. On the other hand, the contactor 24 returns to its original shape following the shape change.
Thus, in FIG. 4B, the reed valve 17 and the contactor 24 shift from the state indicated by the solid line to the state indicated by the two-dot chain line, and the reed valve 17 is closed (the fluid in the second valve seat 16). Close the passage 16a).

  The secondary air control valve 1 according to the present embodiment has the above-described configuration, and its main operation and effects obtained will be described next.

When the exhaust gas temperature is low, such as when the engine of the vehicle is started, the air pump 2 is driven by the command signal from the ECU 7 to start pumping the secondary air, and the solenoid coil 13 of the solenoid valve 5 is energized. The valve 11 opens from the closed state shown in FIG. 1 as shown in FIG. 2 (the fluid passage port 12a of the valve seat 12 is opened).
In response to the opening operation of the main valve 11, the reed valve 17 is automatically opened (forced). That is, in the valve opening operation process of the main valve 11, the free end side of the reed valve 17 is forcibly pushed down via the damper mechanism 20 while the valve shaft 11b is lowered, so that the reed valve 17 is bent and deformed. The fluid passage port 16a of the second valve seat 16 is opened (opened).
Thus, the reed valve 17 can be opened without worrying about the pressure loss required to open the reed valve 17 regardless of the fluid pressure from the air pump 2.
As a result, the secondary air from the air pump 2 is introduced from the fluid inlet 4a of the fluid passage 4 as indicated by the arrow A without causing any pressure loss required to open the reed valve 17, and the valve seat 12 on the electromagnetic valve 5 side. The fluid passage port 12a, the fluid passage port 16a of the second valve seat 16 on the check valve 6 side, and the fluid passage hole 18a of the lead stopper 18 are sequentially led out from the fluid outlet 4b as indicated by an arrow A '. , Supplied to the exhaust pipe 3 of the engine.

On the other hand, in the forced opening process of the reed valve 17, the damper mechanism 20 exhibits a function of effectively absorbing the opening stroke of the main valve 11.
That is, even if the opening degree (curvature deformation) of the reed valve 17 is restricted by the reed stopper 18, the valve shaft 11b of the main valve 11 is not forcibly stopped and the contracting action (first member) of the damper mechanism 20 is performed. 21 is lowered as indicated by an arrow C while compressing the coil spring 23), the descent can be continued according to the set valve opening stroke of the main valve 11. For this reason, even if the valve opening stroke of the main valve 11 is set to a stroke with a margin, an excessive load is not applied to the main valve 11. Further, the contactor 24 is elastically deformed so as to conform to the curved shape of the reed valve 17, and a sufficient pressing area with the reed valve 17 can be secured. As a result, the second member 22 does not tilt with respect to the operating shaft of the main valve 11 or does not twist the valve shaft 11b via the first member 21, so that the movement of the valve shaft 11b is stabilized and the reed valve 17 is stabilized. Can tell. Therefore, the reed valve 17 can be forcibly opened without causing any trouble to the main valve 11.

Therefore, when such a valve opening causes a backflow of exhaust gas from the exhaust pipe 3 to the secondary air control valve 1 due to exhaust pulsation of the engine, the damper mechanism 20 functions effectively, The reed valve 17 can be closed.
That is, when a backflow of the exhaust gas occurs, the fluid pressure of the exhaust gas is applied to the reed valve 17 and the damper mechanism 20 further contracts to allow the reed valve 17 to close. In other words, the damper mechanism 20 receives the pressure of the reed valve 17 and the second member 22 compresses the coil spring 23 as indicated by the arrow D, independently of the first member 21 (the operating rod 11c and the valve shaft 11b). As it rises, the reed valve 17 closes and closes the fluid passage port 16a of the second valve seat 16 as shown in FIG. By closing the reed valve 17, it is possible to prevent the exhaust gas from flowing backward as indicated by the arrow B.

  Even if the main valve 11 fails due to some reason such as a poor restoration of the valve shaft 11b, the damper mechanism 20 functions in the same manner as described above when the exhaust gas flows backward, and the reed valve 17 is closed. Can be valved. Therefore, even when the main valve 11 fails, it is possible to prevent the exhaust gas from flowing backward as shown by the arrow B by the valve closing action of the reed valve 17.

[Modification]
As described above, the first embodiment has been described in detail, but the specific structure and arrangement position of the damper mechanism 20 can be variously changed without departing from the spirit of the present invention.
For example, in terms of the structure of the damper mechanism 20, it is better to use the damper mechanism 20 as an independent component in common instead of reducing the cost by integrally forming the first member 21 with the valve shaft 11b of the main valve 11. In this case, the first member 21 corresponding to the operation rod 11c may be an independent separate member.

Moreover, according to the said Example 1 which uses a compression spring for the coil spring 23 and accommodates in the cylindrical parts 21a and 22a of the 1st member 21 and the 2nd member 22, the axial direction length of the damper mechanism 20 is shortened, In addition, the three parts of the first member 21, the second member 22, and the coil spring 23 can be gathered together in a compact manner. However, the cylindrical portions 21a and 22a of the first member 21 and the second member 22 are omitted. The coil spring 23 may be directly interposed between the end surfaces of the first member 21 and the second member 22, and the coil spring 23 is configured by a tension spring by changing the engagement relationship between the first member 21 and the second member. May be.

  In addition, on the arrangement surface of the damper mechanism 20, the main valve 11 and the reed valve 17 are arranged coaxially, and the damper mechanism 20 is arranged between the valves 11 and 17, so that the movement of the main valve 11 is linearized. Although it is possible to transmit the signal to the reed valve 17 at the shortest distance, the present invention may be applied to a case where the main valve 11 and the reed valve 17 are not arranged on the same axis.

  In the above-described embodiment, as a typical example of the fluid control valve, an application example to an electromagnetic secondary air control valve used in an engine exhaust purification secondary air supply system has been described in detail. The main valve may be driven by driving means other than electromagnetic type such as a motor. In short, a main valve that is driven by the driving means to open and close, and a reed valve that opens and closes by receiving fluid pressure due to opening and closing of the main valve, Of course, the fluid control valve can be applied in the same manner as long as it is a combination of the above.

DESCRIPTION OF SYMBOLS 1 Electromagnetic secondary air control valve 2 Air pump 3 Exhaust pipe 4 Fluid passage 4a Fluid inlet 4b Fluid outlet 10 Housing 11 Main valve 11a Valve body 11b Valve shaft 12 Valve seat (1st valve seat)
12a Fluid passage port 16 Metal plate (second valve seat)
16a Fluid passage port 17 Reed valve 20 Damper mechanism 21 First member 21a Tubular part 22 Second member 22a Tubular part 23 Coil spring (elastic member)
24 Contact

Claims (6)

A housing (10) in which a fluid passage (4) having a fluid inlet (4a) and a fluid outlet (4b) is formed;
First and second valve seats (12, 12) arranged in series in the fluid passage (4) from the fluid inlet (4a) to the fluid outlet (4b) and having fluid passages (12a, 16a), respectively. 16)
A main valve (11) which is driven by a driving means and opens and closes a fluid passage port (12a) of the first valve seat (12) located on the fluid inlet (4a) side;
It consists of a plate-like elastic body, receives the fluid pressure flowing into the fluid passage (4), and opens and closes the fluid passage port (16a) of the second valve seat (16) located on the fluid outlet (4b) side. Reed valve (17),
The reed valve (17) is provided between the main valve (11) and the reed valve (17), and mechanically transmits the valve opening operation of the main valve (11) to the reed valve (17). And a damper mechanism (20) that allows the reed valve (17) to close by the fluid pressure flowing into the fluid passage (4) from the fluid outlet (4b). . The fluid control valve according to claim 1,
The first and second valve seats (12, 16) are arranged coaxially,
The main valve (11) includes a valve body (11a) that is attached to and detached from the first valve seat (12) and a valve shaft (11b) that drives the valve body (11a).
The damper mechanism (20) includes a first member (21) coupled to the valve shaft (11b) and moving integrally with the valve shaft (11b), and movement of the first member (21) is controlled by the reed valve ( 17) provided between the second member (22) for transmitting to the first member (21) and the second member (22), and the first member (21) and the second member (22). A fluid control valve, comprising: an elastic member (23) that allows relative movement with respect to. The fluid control valve according to claim 2,
In the damper mechanism (20), the first member (21) is integrally formed with a valve shaft (11b) of the main valve (11). The fluid control valve according to claim 2 or 3,
In the damper mechanism (20), the fluid outlet side end portion of the first member (21) and the fluid inlet side end portion of the second member (22) each form a cylindrical portion (21a, 22a), The cylindrical portion (22a) of the second member (22) is slidably fitted to the cylindrical portion (21a) of the first member (21), and the elastic member (23) is the cylindrical shape. A fluid control valve, wherein the fluid control valve is disposed in the section (21a, 22a) so as to expand and contract. The fluid control valve according to any one of claims 2 to 4,
The damper mechanism (20) has a contact (24) made of a heat-resistant elastic body attached to an end of the second member (22) on the reed valve (17) side,
The fluid control valve, wherein the contact (24) is in contact with the reed valve (17). In the fluid control valve according to any one of claims 1 to 5,
The fluid inlet (4a) is connected to an air pump (2) for supplying secondary air, and the fluid outlet (4b) is connected to an exhaust pipe (3) of the engine as a secondary air control valve (1). A fluid control valve characterized by being used.

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