Eaton Corporation

Andrew A Kenny

Daniel C Stahly

Dennis DeVera

Patrick J Anderson

Robert G Sokalski

Donald R Haefner

Thomas F Glennon

Rudolph J Franz

Loren H Uthoff

Kirk B Peloza

Ronald J Wojtecki

Lawrence E Egle

George E Bogrand, Iv

Francois O Rosaz

Paul M Douglas

Dennis DeVara

A right angle thermally responsive expansion valve having an integrally formed valve actuator rod with an enlarged head contacted by a pressure responsive diaphragm and the rod is guided for sliding movement in the valve body. The actuator rod has a reduced diameter end which contacts a valve member for effecting opening of the valve. The reduced diameter end is sealed by a seal ring between the rod and the body.

Ring angle thermally responsive expansion valve

A throttle cable intervention servoactuator having a connector link with a lefthand thread on one end and a righthand thread on the opposite end with correspondingly threaded connecting members engage the threaded ends of the link and the members each guided in a slot in a housing for non-rotating sliding movement with the connector link. A driven gear is journaled for rotation on the housing with the connector link extending centrally through the driven gear in free sliding engagement and engaged for rotation by the gear. The driven gear is rotated by a motor in response to a signal to change the effective length between the connector members when each are connected to one end of a throttle tension cable.

Throttle cable intervention servoactuator

A temperature control system for a passenger van having individual temperature selection controls for passengers in the forward and rear sections of the passenger compartment. Separate exothermic heat exchangers for circulation of engine coolant therethrough are provided for the forward and rear passengers. Each heat exchanger is supplied by a coolant control valve and individual blowers provide a stream of forced air over the heat exchangers. A thermistor senses the temperature of the air discharge over each heat exchanger and a controller sums the sensed temperature signal with a user selected relative temperature reference signal provided independently by the forward and/or rear passenger selector inputs and a valve position signal; and, the controller generates a control signal proportional to the summation. An electrical actuator for each valve moves the valve until the sum is a null for controlling coolant flow to each heat exchanger to thereby regulate the discharge air temperature about the individually selected relative levels for the front and rear independently of the selected blower speed. Air conditioning evaporators may be disposed upstream of each of the heat exchangers; and, the thermistors sense the combined effect of heating and cooling and the system continues to modulate coolant flow to the heat exchangers for temperature regulation.

Regulating heater discharge air temperature for front and rear

A servoactuator for a vehicle throttle having a direct current motor driving a speed reducer with the output thereof connected to slidably move a fulcrum member having a lever arm pivoted thereon. The lever arm has a cable to the engine throttle connected to one end and a cable to the vehicle accelerator pedal connected to the other end on the opposite side of the pivot. In one embodiment the speed reducer drives an axial lead screw threaded in the fulcrum member. In a second embodiment the speed reducer output is a slotted crank arm having a pin on the fulcrum member slidably received therein. In a third embodiment the speed reducer output is connected by a two-bar linkage to the fulcrum member. A potentiometer is disposed to have the movable element thereof moved by one end of the lever to provide a throttle position feedback signal for use by an external motor control signal generator. The servoactuator is intended for use with a vehicle traction control system.

Throttle control servoactuator

A low voltage direct current motorized servoactuator having an output gear position feedback potentiometer with a ring gear received initially loosely on the potentiometer shaft and in engagement with the output gear. A collar keyed hinged to the potentiometer shaft, but axially movable thereon, permits the output gear to be positioned independently of the potentiometer for calibration without disengaging the ring gear. With the output gear in the desired position, the potentiometer shaft is rotated until the potentiometer reads the desired percentage of its full scale resistance or voltage output; and, the collar is then moved axially to a press fit with the ring gear to lock the calibration and thereafter to rotate the potentiometer shaft with rotation of the ring gear. The motor drive pinion is a worm formed of material having a minor fraction (18%) of chloro-fluorinated polymer and a lesser fraction (2%) of lubricant, balance polyimide plastic material. The driven gears are formed of material having a minor fraction (18%) of chloro-fluorinated polymer and a lesser fraction (2%) of lubricant, balance acetal plastic material.

Servoactuator with feedback and method of calibrating

A feedback potentiometer type servoactuator having a plastic housing shell with small high RPM low voltage motor and non-metallic gear reduction train for driving an output shaft. The shell and cover plate provide structural support for gear journalling and the cover plate has an electrically resistive plastic strip baked onto the inside of the cover. Contacts mounted on the output gear for movement therewith wipe the resistive strip to provide variable resistance for an output shaft position feedback signal. The motor pinion and first stage reduction gears are made of urethane thermoplastic elastomer, the second stage gears of acetal plastic and the final gears are formed of 30% glass fiber filled polyester plastic for providing quiet running and long gear life.

Feedback servo actuator

Disclosed is a system for controlling both cruising speed and engine idling speed of a vehicle. The system includes an electronic control module that controls an actuator (100) having a moveable member preferably in the form of a gear rack (6) that is pivotably mounted to an intermediate member (8) that is operably connected to the engine throttle and adapted to move in opposite directions along a frame (2) of the actuator. The actuator is provided with means, preferably in the form of an idle speed control switch (34), for sensing when the throttle is being controlled by the operator and causing the control module to switch its output from a second control signal to a first control signal and feedback means, preferably in the form of a differentiating switch (47), for determining an idle speed pick-up position for the moveable member that is more than the desired regulated engine idle speed position but not more than the operator selected cruising speed position.

Vehicular engine idle speed and cruise control system

A vacuum operated EGR valve/controller having a vacuum signal responsive diaphragm converted to operate the EGR poppet valve. A flow limiting orifice is provided upstream of the valve and a flow sensing pressure tap provided intermediate the valve and the orifice. Flow pressure is sensed by a piezoresistive transducer which gives an electrical signal indicative thereof. In one embodiment, the transducer is stationary and flow sensing tube is extended to the valve body. In a second embodiment, the transducer is mounted on the diaphragm for movement therewith and flow sensing is internal through the valve actuator. In another embodiment, a flow sensing orifice is provided downstream of the valve and the transducers has a reference and dynamic probe for sensing the differential of flow pressure on opposite sides of the sensing orifice. In another embodiment, plates attached to the diaphragm form a flow pressure sensing chamber and the transducer tube is received through the plate rail and is sealed by a flexible seal.

Electronic feedback EGR valve

A dual vacuum control signal generator (10) is supplied by separate vacuum sources (34, 85) and employes a solenoid coil operative upon receipt of modulated pulses (148) for switching a valve member (192) between opposing vent seats (142, 196) for controlling venting to create plural vacuum output control signals supplied to connectors (16, 14) for connection through conduits (68, 78) to separate vacuum actuators (60, 70) for individually controlling the position of engine carburetor fuel metering rod (49) and idle mode throttle position cam (88).

Controlling engine idle

A switch assembly adapted for actuation by connection to an engine throttle shaft. The switch housing is adapted for mounting on an engine and has a rotary cam received therein having a socket for connection to the engine throttle shaft. Rotation of the cam sequentially actuates a plurality of electrical switches. The housing has a stationary and movable member with some of the switches mounted on each. A helical screw engages teeth on the movable member and for adjusting the relative position between the housing members. The screw is readily accessible from the exterior of the housing and rotation of the screw adjusts the at-rest position of the cam with respect to the switches for enabling easy calibration after installation on the engine.

Throttle operated controller assembly

A quick vent response valve (12) is fluidically series connected between a vacuum regulator valve (14) and an exhaust gas recirculation valve (16) which comprises a fluid pressure control system (10). The quick response valve operates to vent the system more quickly than if the system were vented through the vacuum regulator valve itself by employing the modulated control signal from the vacuum regulator valve as a pilot signal. The quick response valve improves response time of the vacuum system when venting from a high to a low vacuum level by momentarily displacing a valve element (56) disposed within a housing (18) to establish a nonrestricting flow path to atmosphere.

Quick vent response valve

The RPM bias valve combines a first fluid signal which varies inversely with the throttle position or with other engine conditions and a second fluid signal which varies with engine speed to produce a modulated output signal which varies as a function of both. A pressure responsive diaphragm (68) separates a first signal chamber (62) and a modulated output signal chamber (66). The diaphragm is also biased by an extension spring (90) which is connected with a cam follower (104). The position of the cam follower, hence, the biasing force or pressure applied by the extension spring, is controlled by a cam (102) and a rolling diaphragm (106) which is operated upon by the second fluid signal. A first valve (70) selectively connects the first and modulated signal chambers to reduce the vacuum in the modulated output signal chamber when the pressure responsive diaphragm (68) is out of its equilibrium position in one direction. A second valve (72) selectively provides fluid communication between the modulated output signal chamber and a vacuum supply port (56) when the pressure reponsive diaphragm (68) is out of its equilibrium position in the other direction. In this manner, a change in the pressure on the diaphragm (68) from the second fluid signal or from the first fluid signal by way of the extension spring (90) causes the diaphragm to move in such a manner that the appropriate one of the first and second valves is opened to adjust the vacuum in the modulated output signal chamber (66) to restore the diaphragm to the equilibrium position. The modulated output signal from the modulated output signal chamber thus varies as a function of both the first and second fluid signals.

RPM Bias regulator valve

Disclosed is a speed controlled fluid pressure regulator that is adapted to provide a fluid pressure control signal for use in a variety of control functions in response to changes in rotational speed of an object such as a rotating component of an internal combustion engine. The regulator is controlled by a speed biasing mechanism that utilizes a counterbalancing arrangement between a biasing means and a component that is moved by a centrifugal weight assembly in response to changes in the rotational speed of the object being monitored to position a valve of the regulator with a high degree of sensitivity which in turn enables the regulator to provide the output fluid pressure control signal from a fluid pressure source in a highly effective manner. Also disclosed is the use of the regulator in conjunction with fluid pressure signals derived from other sources such as from changes in pressure or the position of an internal combustion engine throttle which can be used to advantage in controlling the supercharger of the engine.

Speed bias fluid pressure regulator and systems utilizing same

A Vacuum Signal Integrator (10) is typically employed for processing and combining multiple vacuum input signals into a single output signal within the environment of a truck or automobile. The integrator, in a typical application, would input vacuum signals representative of throttle position, RPM, altitude and coolant temperature and output a vacuum signal equivalent to the algebraic sum thereof to modulate a diesel EGR valve. Structurally, the integrator includes a housing (11) carrying several conventional vacuum motors (32, 34 and 36). Each vacuum motor applies a force to an idler bar (68) within the housing through reaction inserts (62, 94 and 96), which is representative of a monitored input signal. The individual forces collectively applied to the idler bar generate a resultant or moment force thereon which is linked to a conventional vacuum modulator valve (38) through a vent insert (118). The housing is formed in an upper and lower section which are hinged about pin 24 and latched by snap-locks 18, 20 to close. The idler bar and modulator bar are mounted in the lower shell and certain of the vacuum motors are mounted on the upper shell.

Vacuum signal integrator

Disclosed is a system for maintaining the desired idling speed of an internal combustion engine. In its simplest form the system utilizes a speed biasing mechanism to regulate a source of fluid pressure supplied to a fluid pressure regulator to provide a first fluid pressure control signal therefrom that is proportional to changes in the rotational speed of the engine and is utilized to move a force member of an actuator device in such a manner as to maintain the engine idling speed. Alternative embodiments include combining the first fluid pressure signal in an integrator in the manner described with one or more additional fluid pressure signals derived from changes in other engine operating conditions to provide a control signal therefrom that is able to regulate a source of fluid pressure supplied to a regulator to provide the fluid pressure control signal for maintaining the engine idling speed.

Growing community of inventors

Roselle, IL, United States of America

Andrew A Kenny