Fluid handling – Processes – Cleaning – repairing – or assembling
Reexamination Certificate
2001-04-05
2002-05-14
Michalsky, Gerald A. (Department: 3753)
Fluid handling
Processes
Cleaning, repairing, or assembling
C137S454200, C137S580000, C137S625650
Reexamination Certificate
active
06386221
ABSTRACT:
FIELD OF THE INVENTION
The invention is a solenoid valve mounted within the bore of a ferromagnetic journal for operating a clutch which drives an engine cooling fan.
BACKGROUND OF THE INVENTION
U.S. Pat. No. 6,092,638 to Vatsaas issued Jul. 25, 2000 discloses a spineless rotational control apparatus otherwise known as a clutch.
FIG. 1
of the '638 patent has been designated as prior art in the drawings of the instant invention.
FIG. 1
is a cross-sectional view of the prior art illustrating a clutch operated by the application of air pressure through a seal. The prior art clutch, journal and cartridge are generally indicated with reference numeral
100
. Journal
101
includes a cartridge
102
. Belt drive sheave
103
is rotatably driven by belts not shown. Belt driven sheave
103
rotates with respect to journal
101
as bearings
116
are interposed between the sheave and the journal
101
.
Cartridge
102
includes a seal
117
. Seal
117
engages coupling
114
for the transmission of air pressure which is available from an air supply source
106
. Cap
104
is secured to sheave
103
by a snap ring
115
. Cap
104
rotates in unison with sheave
103
. When air is supplied to the coupling
114
it is admitted into the volume as indicated by reference numeral
111
. When air pressure of sufficient magnitude exists in volume
111
friction surface
110
which is rotating in unison with sheave
103
disengages friction surface
109
which causes a fan (not shown) to stop rotating.
Application of air pressure to volume
11
causes clutch
105
to move leftwardly when viewing
FIG. 1
of the instant application. Reference numeral
112
is an arrow indicating movement of the clutch plate
105
. Lugs
108
are mounts for a fan blade. Journal
101
is typically affixed to the engine of a large truck as indicated by aperture
107
. When the clutch is engaged approximately 125 horsepower is used to drive the fan. The fan is a cooling fan which cools the engine under certain ambient conditions. When the vehicle is operating in a cold or cool environment the cooling of the engine may be sufficient by the ambient atmosphere and/or by the operating conditions of the vehicle. When the fan is needed or when there is no air pressure available, no air is supplied to the volume defined by reference numeral
111
and the friction plates of the clutch engage. When the fan is not needed air is then supplied to the volume
111
resulting in disengagement of the friction surfaces
109
and
110
. Since the fan consumes 125 horsepower, it is desirable to operate it only when necessary thus making a clutch necessary.
FIG. 2
is a schematic of the prior art illustrating a solenoid
201
mounted on the fire wall
202
of a vehicle which vents the clutch.
FIG. 2A
is a schematic of the prior art illustrating a solenoid mounted on the fire wall of a vehicle which supplies air to the clutch. Referring to
FIGS. 2 and 2A
, reference numeral
200
is a schematic representation of the prior art three-way solenoid valve
201
mounted on fire wall
202
, an air line
203
interconnecting solenoid valve
201
and journal
204
, and a clutch
205
. Journal
204
is shown mounted to the engine block
206
. Solenoid valve
201
includes an air supply port labeled A and identified by reference numeral
207
and a vent port labeled B and identified by reference numeral
208
. When air is vented from clutch
205
, it must travel a considerable distance through the air line
203
and through the three-way solenoid valve
208
. Solenoid valve
201
in
FIG. 2
is shown deenergized which means if electrical power is lost, clutch
205
will be vented and the fan will be engaged.
FIG. 2A
illustrates the condition with the solenoid valve energized and air being supplied to the journal and into the clutch for disengaging the fan.
The prior art has the disadvantage of having a solenoid valve remotely mounted on the fire wall
202
with respect to the journal and the clutch. Therefore, in the prior art an air compressor must be interconnected by way of an air line to port
207
on solenoid valve
201
. This solenoid valve mounted on the fire wall is then interconnected to the journal
204
mounted on the front of the engine block
206
. Therefore, the prior art requires air tubing having at least four connections. An additional disadvantage of the prior art is the capacitance of the air line
203
as indicated in FIG.
2
. By capacitance it is meant that air tubing
203
has a certain volume filled with compressed air which must be relieved before the clutch
205
may be engaged. As engine temperature sensors and measurements lag actual engine conditions, it is desirable to engage the fan relatively quickly so as to begin cooling the engine. Engagement and disengagement of the clutch is more accurately controlled with less air tubing volume. Less air tubing volume enables better control of the clutch with respect to time. The clutch can be engaged and disengaged when desired. In other words less air tubing volume optimizes control of the clutch which maximizes clutch engagement wear life.
Referring to
FIG. 1
, the principal vent is directly through coupling
114
, seal
117
and passageway
106
. Still referring to
FIG. 1
the leak vent
118
is a passageway which extends through journal
101
and locking ring
119
. Considerable machining must be performed to create leakage vent
118
. The purpose of leakage vent
118
is to protect the bearings
116
from air which leaks between seal
117
and
114
and which flows into volume
120
. Pumping air through bearings
116
would contribute to more rapid oxidation of the bearings and their components. Further, pumping air through the bearings will cause loss of lubricants.
SUMMARY OF THE INVENTION
A solenoid valve is mounted in the bore of a ferromagnetic journal which is used to complete the magnetic circuit when the coil is energized. Two flux flanges are employed which together with the plunger and ferromagnetic journal complete the magnetic circuit. The diameter of each of the flux flanges is the same. The flux flange diameter is slightly smaller than the diameter of the bore in the ferromagnetic journal. Typically, the air gap between the flanges and the inside bore of the journal is one to two thousandths of an inch so as to minimize the reluctance of the air gap and thus minimize the magnetomotive force and the size and amperage of the coil. A ferromagnetic material such as carbon steel which has high permeability is preferably used as the journal material.
The solenoid of the instant invention includes a leakage vent path and a principal vent path. The leakage vent begins with apertures in the locking flange of an extension affixed to an adapter which in turn is affixed to the second flange. Air is supplied to a coupling when the coil is energized and any leakage from that coupling is relieved through the apertures and notches of the flanges and finally through an aperture in the housing. The principal vent allows air supplied to the clutch to be evacuated therefrom permitting the clutch plates to engage driving a powerful engine cooling fan. Air from the clutch is evacuated through passageways and bores in the stop and out of a notch in the second flange.
First and second flux flanges made of ferromagnetic material such as steel are employed. Overmolding secures the flux flanges to the bobbin which has the current carrying coil wound therearound. An adapter at the outlet of the stop is also overmolded to the second flange. On the inlet side of the solenoid a plug is secured to the first flange by threaded engagement or by welding. The second flange includes a stop portion which has axial and transverse bores therein. Radially spaced axially extending passageways communicate air or other fluid through the stop.
When the coil is energized, the plunger moves from its first position to its second position. Radially spaced axially extending passageways reside on the periphery of the plunger such that communication therebetween with the passageways of the stop i
Johnson Timothy L.
Knoll Christopher C.
Medina Anthony
Michalsky Gerald A.
Mitchell Kenneth L.
Snap-Tite Technologies, Inc.
Woodling Krost & Rust
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