U.S. patent application number 09/804731 was filed with the patent office on 2001-11-29 for actuator with anti-pinch feature and integrated position control.
Invention is credited to Holloway, John C., Schregardus, Thomas P..
Application Number | 20010045243 09/804731 |
Document ID | / |
Family ID | 26680438 |
Filed Date | 2001-11-29 |
United States Patent
Application |
20010045243 |
Kind Code |
A1 |
Holloway, John C. ; et
al. |
November 29, 2001 |
Actuator with anti-pinch feature and integrated position
control
Abstract
An electromechanical actuator including an output shaft
structure coupled to an output gear to allow relative motion
therebetween upon application of a predetermined level of force to
the output shaft structure. The relative motion opens a normally
closed conductive path between a motor for driving the output gear
and a power supply input terminal. Integrated position control is
provided whereby the conductive path is opened at limits to the
range of motion for the output shaft established by location of the
ends of stationary contacts. A fuel filler valve system and a
method of providing pinch protection are also provided.
Inventors: |
Holloway, John C.;
(Cumberland, RI) ; Schregardus, Thomas P.;
(Somerville, MA) |
Correspondence
Address: |
HAYES, SOLOWAY, HENNESSEY,
GROSSMAN & HAGE, P.C.
175 CANAL STREET
MANCHESTER
NH
03101-2335
US
|
Family ID: |
26680438 |
Appl. No.: |
09/804731 |
Filed: |
March 13, 2001 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
60188742 |
Mar 13, 2000 |
|
|
|
Current U.S.
Class: |
141/301 ;
220/86.2 |
Current CPC
Class: |
Y10S 220/33 20130101;
F16K 31/047 20130101 |
Class at
Publication: |
141/301 ;
220/86.2 |
International
Class: |
B65B 001/04 |
Claims
What is claimed is:
1. An electromechanical actuator, comprising: an electric motor; a
conductive path normally connecting said motor for receiving a
power supply input; an output gear coupled to an output shaft of
said motor; and an output shaft structure coupled to said output
gear to allow relative motion between said output shaft structure
and said output gear upon application of a predetermined level of
force to said output shaft structure, said relative motion opening
said conductive path.
2. An actuator according to claim 1, wherein said output gear and
said output shaft structure are coaxially coupled.
3. An actuator according to claim 1, wherein said output gear is
coupled to said output shaft of said motor through a gear
train.
4. A system according to claim 3, wherein said gear train comprises
a motor worm gear coupled to said motor output shaft and in meshing
engagement with a spur gear, said spur gear being coaxially coupled
to a second worm gear in meshing engagement with said output
gear.
5. An actuator according to claim 1, said actuator further
comprising a spring disposed between said output gear and said
output shaft structure, said spring being configured to deflect for
permitting said relative motion upon application of said
predetermined level of force.
6. An actuator according to claim 1, wherein said conductive path
comprises at least one output gear contact coupled to said output
gear, said output gear contact being normally electrically
connected to at least one output shaft contact coupled to said
output shaft structure, said output gear contact and said output
shaft contact being configured to disengage from each other in
response to said relative motion to thereby open said electrical
path.
7. An actuator according to claim 6, wherein said actuator further
comprises at least one stationary contact for engaging said output
shaft contact in a range of motion of said output shaft
structure.
8. An actuator according to claim 7, wherein movement of said
output shaft contact beyond an end of said at least one stationary
contact opens said conductive path to define a limit to said range
of motion.
9. An actuator according to claim 6, wherein said actuator
comprises a first stationary contact for engaging a first one of
said output shaft contacts in a first direction of rotation of said
output shaft, and a second stationary contact for engaging a second
one of said output shaft contacts in a second direction of rotation
of said output shaft, and wherein movement of said first output
shaft contact beyond an end of said first stationary contact opens
said conductive path to define a limit of rotation of said output
shaft in said first direction, and wherein movement of said second
output shaft contact beyond an end of said second stationary
contact opens said conductive path to define a limit of rotation of
said output shaft in said second direction.
10. An actuator according to claim 1, wherein said conductive path
comprises at least one cam contact and at least one output shaft
contact coupled to said output shaft structure, and wherein said
output gear comprises at least one cam for depressing cam contact
onto said output shaft contact, said cam being configured to
release said cam contact from engagement with said output shaft
contact in response to said relative motion to thereby open said
electrical path.
11. An actuator according to claim 10, wherein said actuator
further comprises at least one stationary contact for engaging said
output shaft contact in a range of motion of said output shaft
structure.
12. An actuator according to claim 11, wherein movement of said
output shaft contact beyond an end of said at least one stationary
contact opens said conductive path to define a limit to said range
of motion.
13. An actuator according to claim 10, wherein said actuator
comprises a first stationary contact for engaging a first one of
said output shaft contacts in a first direction of rotation of said
output shaft, and a second stationary contact for engaging a second
one of said output shaft contacts in a second direction of rotation
of said output shaft, and wherein movement of said first output
shaft contact beyond an end of said first stationary contact opens
said conductive path to define a limit of rotation of said output
shaft in said first direction, and wherein movement of said second
output shaft contact beyond an end of said second stationary
contact opens said conductive path to define a limit of rotation of
said output shaft in said second direction.
14. An actuator according to claim 1, said actuator further
comprising a housing, said housing comprising a top portion
disposed at least partially within a cap portion and rotatable
relative to said cap portion, wherein said motor, said output gear,
and said output shaft are coupled to said top portion for rotation
upon manual rotation of said top portion relative to said cap
portion.
15. A fuel filler valve system comprising: a valve disposed between
a vehicle fuel filler port and a vehicle fuel tank, said valve
having an open and closed position; and an electromechanical
actuator for moving said valve between said open and closed
positions, said actuator comprising: an electric motor; a
conductive path normally connecting said motor for receiving a
power supply input; an output gear coupled to an output shaft of
said motor; and an output shaft structure, said output shaft
structure having a first end coupled to said valve and a second end
coupled to said output gear to allow relative motion between said
output shaft structure and said output gear upon application of a
predetermined level of force to said valve, said relative motion
opening said conductive path.
16. A system according to claim 15, wherein said output gear and
said output shaft structure are coaxially coupled.
17. A system according to claim 15, wherein said output gear is
coupled to said output shaft of said motor through a gear
train.
18. A system according to claim 17, wherein said gear train
comprises a motor worm gear coupled to said motor output shaft and
in meshing engagement with a spur gear, said spur gear being
coaxially coupled to a second worm gear in meshing engagement with
said output gear.
19. A system according to claim 15, wherein said valve is a ball
valve.
20. A system according to claim 15, said actuator further
comprising a spring disposed between said output gear and said
output shaft structure, said spring being configured to deflect for
permitting said relative motion upon application of said
predetermined level of force.
21. A system according to claim 15, wherein said conductive path
comprises at least one output gear contact coupled to said output
gear, said output gear contact being normally electrically
connected to at least one output shaft contact coupled to said
output shaft structure, said output gear contact and said output
shaft contact being configured to disengage from each other in
response to said relative motion to thereby open said electrical
path.
22. A system according to claim 21, wherein said actuator further
comprises at least one stationary contact for engaging said output
shaft contact in a range of motion of said output shaft
structure.
23. A system according to claim 22, wherein movement of said output
shaft contact beyond an end of said at least one stationary contact
opens said conductive path to define a limit to said range of
motion.
24. A system according to claim 21, wherein said actuator comprises
a first stationary contact for engaging a first one of said output
shaft contacts in a first direction of rotation of said output
shaft, and a second stationary contact for engaging a second one of
said output shaft contacts in a second direction of rotation of
said output shaft, and wherein movement of said first output shaft
contact beyond an end of said first stationary contact opens said
conductive path to define a limit of rotation of said output shaft
in said first direction, and wherein movement of said second output
shaft contact beyond an end of said second stationary contact opens
said conductive path to define a limit of rotation of said output
shaft in said second direction.
25. A system according to claim 15, wherein said conductive path
comprises at least one cam contact and at least one output shaft
contact coupled to said output shaft structure, and wherein said
output gear comprises at least one cam for depressing cam contact
onto said output shaft contact, said cam being configured to
release said cam contact from engagement with said output shaft
contact in response to said relative motion to thereby open said
electrical path.
26. A system according to claim 25, wherein said actuator further
comprises at least one stationary contact for engaging said output
shaft contact in a range of motion of said output shaft
structure.
27. A system according to claim 26, wherein movement of said output
shaft contact beyond an end of said at least one stationary contact
opens said conductive path to define a limit to said range of
motion.
28. A system according to claim 25, wherein said actuator comprises
a first stationary contact for engaging a first one of said output
shaft contacts in a first direction of rotation of said output
shaft, and a second stationary contact for engaging a second one of
said output shaft contacts in a second direction of rotation of
said output shaft, and wherein movement of said first output shaft
contact beyond an end of said first stationary contact opens said
conductive path to define a limit of rotation of said output shaft
in said first direction, and wherein movement of said second output
shaft contact beyond an end of said second stationary contact opens
said conductive path to define a limit of rotation of said output
shaft in said second direction.
29. A system according to claim 15, said actuator further
comprising a housing, said housing comprising a top portion
disposed at least partially within a cap portion and rotatable
relative to said cap portion, wherein said motor, said output gear,
and said output shaft are coupled to said top portion for rotation
upon manual rotation of said top portion relative to said cap
portion.
30. A method of providing pinch protection in a movable mechanism,
said method comprising: coupling said mechanism to an output shaft
structure, said output shaft structure being coupled to an output
gear for allowing relative motion therebetween upon application of
a predetermined level of force to said output shaft structure, said
output shaft structure and said output gear establishing a
conductive path to a motor for driving said output shaft structure
through said output gear, said conductive path being configured to
open in response to said relative motion; and energizing said motor
to drive said mechanism.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] The present application claims the benefit of the filing
date of U.S. Provisional Application No. 60/188,742 filed Mar. 13,
2000, the teachings of which are incorporated herein by
reference.
FIELD OF THE INVENTION
[0002] The present invention relates generally to an
electromechanical actuator for driving a mechanism between open and
closed positions.
BACKGROUND OF THE INVENTION
[0003] Automation of fuel filling has been the subject of interest
in the automotive industry. In this regard, automatic fuel filler
doors, which automatically open and close to allow access to a
vehicle fuel filler, are envisioned. In one design, such a door may
include a valve, such as a ball valve, which rotates under the
control of an actuator to allow access to the fuel filler port.
Importantly, the actuator should reliably rotate the valve from the
closed position to the open position to permit fueling the vehicle
and then drive the mechanism or valve back to the closed
position.
[0004] An anti-pinch safety feature may also be required for
protecting against a shearing effect created as the valve rotates
to close the fuel filler port. For example, absent anti-pinch
protection fingers may be injured if inadvertently placed in the
port while the door is closing. In addition, system damage may
occur, if for example, the door is closed on a gasoline pump nozzle
or other robust obstruction.
[0005] Unfortunately, merely by limiting the amount of force
applied to the valve by the actuator is not a viable solution to
the safety hazard associated with closure of the valve. Despite the
need to provide safe conditions during closing, it also necessary
to close the valve with sufficient force to work with system
features such as seals and gaskets that provide resistance or that
need to be compressed by the actuator during some portion of the
operation. Also, environmental conditions such as temperature
extremes, dust, dirt and ice should not cause the unit to become
inoperable due to the actuator not generating sufficient closure
force. It may also be desirable for the actuator to firmly hold the
ball valve against positive stops. For these and other related
reasons, it is not viable to provide for safe operation merely by
using a low force actuator.
[0006] Accordingly, there is a need in the art for an actuator that
provides an efficient and reliable anti-pinch protection that
interrupts normal operation under certain load conditions. There is
a further need in the art for an actuator that safely and reliably
closes a valve mechanism for an automotive fuel filler port.
SUMMARY OF THE INVENTION
[0007] An electromechanical actuator consistent with the invention
includes an electric motor and a conductive path normally
connecting the motor for receiving a power supply input. An output
gear is coupled to an output shaft of the motor, and an output
shaft structure is coupled to the output gear to allow relative
motion between the output shaft structure and the output gear upon
application of a predetermined level of force to the output shaft
structure. The relative motion between the output gear and the
output shaft structure opens the conductive path. Integrated
position control is provided by configuration of stationary
contacts whereby the conductive path is opened at limits to the
range of motion for the output shaft established by location of the
ends of the stationary contacts.
[0008] A fuel filler valve system consistent with the invention
includes a valve disposed between a vehicle fuel filler port and a
vehicle fuel tank, and an actuator consistent with the invention
for moving the valve between the open and closed positions. A
method of providing pinch protection in a movable mechanism
consistent with the invention includes coupling the mechanism to an
actuator consistent with the invention, and energizing the actuator
motor to drive the mechanism.
BRIEF DESCRIPTION OF THE DRAWINGS
[0009] Advantages of the present invention will be apparent from
the following detailed description of exemplary embodiments
thereof, which description should be considered in conjunction with
the accompanying drawings, in which:
[0010] FIG. 1 is a perspective cut-away view of an exemplary fuel
filler system consistent with the invention;
[0011] FIG. 2 is a perspective view of an exemplary actuator
consistent with the present invention;
[0012] FIG. 3 is a partially exploded view of an exemplary output
gear and output shaft structure portion of an actuator consistent
with the invention;
[0013] FIG. 4 is a perspective view of the wipers and stationary
contacts of the actuator assembly shown in FIG. 1;
[0014] FIG. 5 is a perspective view of another embodiment of an
actuator consistent with the invention;
[0015] FIGS. 6-8 are plan views of alternative exemplary stationary
contact arrangements for an actuator consistent with the
invention;
[0016] FIGS. 9 illustrates an exemplary operator control switching
scheme for an actuator consistent with the invention;
[0017] FIG. 10 is a perspective view illustrating an exemplary
mounting arrangement for an actuator consistent with the invention
relative to a ball valve assembly wherein the actuator is mounted
for manual override;
[0018] FIG. 11 is a perspective view of the exemplary manual
override cap illustrated in FIG. 10; and
[0019] FIG. 12 is a perspective view of the exemplary top housing
portion illustrated in FIG. 10.
DETAILED DESCRIPTION
[0020] Referring to FIG. 1, there is illustrated an exemplary
automotive fuel filling system 1 including a valve assembly 25 and
an actuator 10 consistent with the present invention. Although the
present invention will be described in connection with a specific
embodiment of a fuel filling system, those skilled in the art will
recognize other system configurations where an actuator consistent
with the present invention may be utilized. It is to be understood,
therefore, that the embodiments described herein are described by
way of illustration, not of limitation.
[0021] In general, the valve assembly 25 may be mounted to a
vehicle 3 for controlling access to the vehicle fuel tank 5. In the
illustrated embodiment, the actuator 10 reliably and safely drives
a ball valve 13 of the valve assembly 25 between open and closed
positions. When the valve 13 is in an open position, access to the
fuel tank is permitted, allowing a user to fill the tank. When the
valve is in a closed position, the valve securely closes the
passageway to the fuel tank. Operation of the actuator to achieve
an open or closed valve position may be controlled via a switch 15,
e.g. in the vehicle passenger compartment, which controls
connection of a power supply 17, e.g. the vehicle battery, to the
actuator.
[0022] Referring to FIGS. 2 through 4, an exemplary embodiment of
an actuator 10 consistent with the invention is illustrated. Those
skilled in the art will recognize that the actuator 10 may be
disposed within a housing 11, as shown in FIG. 1. In FIGS. 2-4,
only a bottom portion 41 of the housing is shown to allow for
simplicity and ease of explanation.
[0023] As shown, the actuator 10 may include a motor 12 that drives
an output gear 14 through a gear train 16. Those skilled in the art
will recognize that a wide variety of gear trains 16 may be used to
drive the output gear 14. In the illustrated exemplary embodiment,
however, the gear train includes a motor worm gear 20, a spur gear
22 and a worm gear 24 in meshing engagement with the output gear
14.
[0024] With particular reference to FIG. 3, a pinch protection
feature may be accomplished through relative motion between the
output gear 14 and an output shaft structure 18 that is coupled to
the valve assembly 25 for driving the valve 13 between open and
closed positions. Generally, in a pinch protection condition an
obstruction to closure of the valve 13 imparts a force to the
output shaft structure 18 that causes relative motion between the
structure and the gear 14. This relative motion breaks a normally
closed electrical connection between the power supply 17 and the
motor 12 to disconnect the motor from the power supply 17 and stop
the actuator.
[0025] In the illustrated embodiment, the output gear 14 is coupled
via a shaft 21 to the output shaft structure 18 so that the two
parts 14 and 18 are coaxial. The gear 14 and shaft structure 18 are
biased against each other through use of a torsion spring 26. The
spring 26 may be installed between the output gear 14 and the
output shaft structure 18 with a specific preloaded force.
[0026] In one embodiment output shaft electrical contacts or wipers
30, 32, 34 may be attached to a radial extension 23 of the output
shaft structure 18, and a corresponding set of output gear contacts
or wipers 42, 44, 46, may be attached to a radial extension 27 the
output gear. The wipers 30, 32, 34 move in tandem with the output
shaft structure 18 at all times. The output shaft wipers 30, 32, 34
and the output gear wipers 42, 44, 46 interact with each other as
well as with stationary contacts, e.g. contacts 36, 38, 40 in FIG.
4 that are fixed to the bottom 41 of the housing 11. The wipers may
be spring temper stampings. In the embodiment illustrated in FIGS.
2-4, the wipers 30, 32, 34 and 42, 44, 46 are normally in contact,
as shown in FIG. 4, but separate upon relative motion between the
output gear 14 and the output shaft structure 18 to open an
electrical path between the power supply and the motor, as will be
described in more detail below.
[0027] In another embodiment 10a illustrated in FIG. 5, opening and
closing of the motor/power supply connection is achieved by
relative motion of the output gear 14a and the output shaft
structure 18a, except the wipers 42, 44, 46 are not provided on the
output gear 14a. Instead, cam contacts or wipers 48, 50 may be
provided on the extension 23a of output shaft structure 18a. In the
embodiment illustrated in FIG. 5, the wipers 48, 50 and 30, 32, 34
are moved into and out of contact with each other by engagement and
disengagement of the wipers 48,50 with cam lobes 52, 54 on the
output gear 14a.
[0028] More particularly, when the actuator is driving a mechanism,
e.g. the valve 13, from an open to a closed position, the gear
train 16 drives the output gear 14a, which transmits torque to the
output shaft structure 18a through the torsion spring 26. Under
normal operating conditions, the output shaft structure 18a is free
to turn with less torque than that required to overcome the
preloaded force of the torsion spring 26. The output gear 14a and
output shaft structure 18a thus behave as one piece, and the cam
lobes 52, 54 force the wipers 48, 52 into contact with the wipers
30, 32, 34 on extension 23a. It is intended that the normal
operating torque for the valve 13 be below the torque provided by
the preloaded spring 26 so that the system will behave as described
under ordinary circumstances.
[0029] If the valve encounters an obstruction when being closed
(such as a finger or fuel filler nozzle), then the output shaft
structure 18a may stop rotating. Since the motor 12 may still be
providing power through the gear train 16, the output gear 14a may
continue to move. This may result in relative motion between the
output gear 14a and the output shaft structure 18a and
corresponding deflection of the torsion spring 26. Calibration of
this pinch protection trip point may be achieved by varying the
designed force characteristics of the spring.
[0030] As the output gear 14a rotates relative to the output shaft
structure 18a, it also rotates relative to the wipers 48, 50
disposed on the output shaft structure 18a. As the output gear 14a
progresses through this relative rotation, the cam lobes 52, 54 on
the face of the output gear move relative to the wipers 48,50.
These cam lobes 52, 54 are shaped and positioned in such a manner
as to predictably release the wipers allowing them to spring apart
from the wipers 30, 32, 34 on extension 23a that they were being
held in contact with. The motor connection circuit is arranged in
such way that if the system is in a "Pinch Protection Zone" this
separation of the wipers interrupts the supply of electrical power
to the motor 12 and the output gear 14a will cease to rotate. As
long as the obstruction remains, this relationship may be
maintained because the output gear 14a may be driven by a worm
drive that has a small lead angle so that it is resistant to being
back-driven by the spring.
[0031] When the obstruction is removed, the spring 26 may release
stored energy and drive the output shaft structure 18a relative to
the output gear 14a. The output shaft structure 18a may align with
the output gear 14a, and the ordinary and usual relationship
between the parts may then be restored. When this occurs, the cam
lobes 52, 54 on the output gear may have moved back into proximity
with the wipers 48, 50 respectively, and the wipers 48, 50 and 30,
32, 34 may once again be held in contact with each other. This
action restores the supply of electrical power to the motor and the
actuator may resume closing the mechanism.
[0032] The arrangement of the stationary electrical contacts on the
housing may vary. Exemplary arrangements are illustrated in FIGS.
6-8. The range of motion defining the operational zones, e.g. the
"Pinch Protection Zone", for the actuator may vary depending on the
specific configuration of the stationary contacts. It may be
desirable, however, to have the pinch protection scheme employed in
the range of motion where an object could become trapped between an
edge of the opening in the stationary valve housing and an opposing
edge in the moving portion of the valve mechanism.
[0033] With reference to the exemplary embodiment illustrated in
FIG. 6, for example, the wipers 30, 32, 34 may travel relative to
the stationary contacts 36, 38, 40 between an open position
indicated by line 150 and a closed position indicated by line 152.
When traveling from a closed to an open position as indicated by
arrow 154, the stationary contacts 36, 38, 40 are maintained in
contact with the wipers 30, 32, 34 to ensure full torque from the
motor.
[0034] However, when traveling from an open position to a closed
position as indicated by arrows 156 and 158 pinch protection may be
enabled in a first zone referred to as zone A. In this zone
relative motion between the output gear 14, 14a and the output
shaft structure, 18, 18a, disconnects the motor from the power
supply to provide pinch protection. Once the closing valve has gone
beyond the region where it presents an opening where an object
could become trapped, it may no longer be desirable to have active
pinch protection. In fact, it may be desirable to have the full
power of the system available to provide power for compression of
seals, driving the system firmly against fixed stops or for other
system needs. The invention may accommodate this need by providing
a second zone, i.e. zone B, where the pinch protection feature is
disabled.
[0035] When the wipers 30, 32, 34 are positioned on the stationary
contacts in zone B. if the output shaft encounters high resistance
torque (torque greater than that available form the preloaded
torsion spring), e.g. from seals, hard stops, etc., the output gear
14a may begin to rotate relative to the output shaft structure 18a,
just as in the preceding description of the pinch protection
feature. However, within zone B, the arrangement of the stationary
contacts 36, 38, 40 differs so that even though the wipers 48,50
spring apart and loose contact with each other, electrical power to
the motor is not interrupted. This results in the motor continuing
to drive the system.
[0036] The output gear 14a may continue to rotate relative to the
output shaft structure 18a and deflect the torsion spring 26 until
it reaches a rigid interface point with the output shaft, e.g.
until a rigid stop 62 on the output shaft structure 18a contacts a
rigid stop 60 or 64 on the output gear 14a. At this point, the
output gear 14a may no longer be transmitting torque to the output
shaft structure 18 through the spring 26, but may be transmitting
torque to the structure 18 through the rigid interface. The result
is that the full power of the motor (less gear train inefficiency,
of course) is delivered to the output shaft structure 18a and
subsequently, the mechanism or valve.
[0037] The output may resume rotating as long as the obstruction is
unable to resist the torque that is now being delivered directly to
the output shaft structure 18a (not through the spring). When the
output shaft 14a reaches the desired closed position, electrical
power to the motor 12 will be interrupted by a gap, e.g. gap 70, or
other transition in the stationary contacts. When the wiper enters
this gap or transition area, electrical power to the motor is
interrupted and the rotation of the system stops.
[0038] When the actuator is driving the mechanism from the closed
to the open position, the motor 12 and gear train 16 may drive the
output gear 14a. The output gear 14a transmits torque to the output
shaft structure 18a through the preloaded torsion spring 26. The
pre-load torque of the spring 26 will cause the output gear 14a and
the output shaft structure 18a to behave in tandem or as if they
were one piece. This remains true so long as the torque required to
rotate the output shaft structure (and the mechanism that it is
attached to) remains below the preloaded torque of the spring.
[0039] If the mechanism encounters rotational resistance higher
than the preloaded torque of the spring, then relative motion will
occur between the output gear and shaft, just as with operation in
the closing direction. Also, as is the case with the operation in
the closing direction, the relative motion is limited to a defined
distance by contact of the output gear with a rigid interface 62 on
the output shaft structure. This defeats the spring and causes the
gear to act directly upon the shaft. For the opening direction, the
cam lobes 52,54 are shaped so that the wipers 48,50 and wipers
30,32,34 remain held in contact with each other so that electrical
power to the motor is not interrupted and the actuator will
continue to drive the mechanism.
[0040] The spring feature is utilized in the opening direction
primarily as a shock absorber to cushion the gear train 16 from
loads that would occur by any abrupt obstruction of the output
shaft or from reaching an end-of-travel stop. When the ball reaches
the end-of-travel stop (the fully open position) the output shaft
structure 18a will not be able to continue rotating. The motor will
have shut down because, just as in the other direction, there will
be a gap, e.g. gap 72, or other transition in the stationary
contacts that the wiper will ride into, breaking electrical
continuity to the motor. The spring 26 will absorb any remaining
energy ("coast") due to inertia of the moving system.
[0041] Control of the actuator in its operational zones is thus
accomplished through internal switching. The control switches allow
the actuator to complete its last command. For example, if the
pinch protection feature is activated, the obstruction that caused
it can remain in place indefinitely without causing damage to the
motor since the pinch protection mechanism breaks the electrical
circuit. Due to the spring 26, the mechanism will reset
automatically when the obstruction is removed and the actuator will
complete its instruction to close the valve. This instruction may
be provided by selectively supplying electrical power, e.g. through
switch 15, to the stationary contacts through an electrical
connector that is part of the actuator.
[0042] Turning now to FIG. 9, an operator control switching scheme
is illustrated. In the illustrated embodiment, the actuator may be
energized to open or close using a double-pole/double through
(DPDT) relay 200. The relay facilitates connection of the power
supply 17, e.g. 12 VDC, through a fuse 202 to contact points 160,
162, and 164 depending on the position of the control switch 15.
The connections established by the relay 200 as a function of the
switch position may be as set forth in Table 1 below:
1 TABLE 1 Open Close Door Door Control Switch 15 Closed Open
Contact 160 12 VDC Open Contact 162 Open Ground Contact 164 Ground
12 VDC
[0043] The contact points 160, and 162 are electrically connected
to stationary contacts 40, 38, as shown in FIG. 6, and contact 164
is electrically connected to a first motor input terminal with the
other motor terminal connected to stationary contact 36. In normal
mode, the output shaft and output gear structure rotate together,
and the power supply is connected across the motor 12 through
wipers 30, 32, 34 and wipers 48, 50, which connect either
stationary contact 40 (and contact 160) to stationary contact 36 in
the opening direct ion, or stationary contact 38 (and contact 16 2)
to stationary contact 36 in the closing direction.
[0044] In the closing direction, when an obstruction prevents the
mechanism from closing, the output shaft structure 18a stops
rotating, the drive gear continues to move, and the cams 52, 54
release the wipers 48, 50 from the wipers 30, 32, 34. This may
cause one of two events. In the pinch protection zone, continuity
between contact 38 (and 162) and 36 is interrupted. The motor stops
until the obstruction is removed. When the obstruction is removed,
alignment between the output gear 14a and the output shaft
structure 18a is restored by the spring 26, and normal function
returns. Beyond the pinch protection zone continuity is maintained
between contacts 38 and 36 and the actuator drives to the closed
position.
[0045] Similar operation may be achieved using the alternative
stationary contact configurations illustrated in FIGS. 7 and 8. In
those configurations, the wipers 30, 32, 34 engage/disengage
associated stationary contacts to achieve the above-stated
functions. Those skilled in the art will recognize that a variety
of stationary contact and wiper configurations may be utilized in
an actuator consistent with the invention. It is to be understood,
therefore, that the exemplary configurations provided herein are
provided by way of illustration, but not of limitation.
[0046] Consistent with the invention, therefore, the stationary
contacts define the limits of the open and closed positions, and
the actuator stops when these positions are reached. This is
significant because it prevents motor degradation that would occur
more quickly if the actuator were driven to stall every time. In
the absence of this feature, control would have to be more
sophisticated with a timed source of current. Also, driving the
system to a hard internal stop every time would increase fatigue on
the gear train. Current draw would be higher when the motor
stalled.
[0047] A manual override may also be provided to account for
actuator failure or electrical power loss. This feature may allow
the actuator to be manually driven to open the valve allowing for
fuel delivery. The manual override may also facilitate manual
closure of the valve, but the preferred action upon actuator
failure with the valve in the open position may be replacement of
the system. Advantageously, the manual override may be designed so
that the actuator can "self heal" when re-powered by back-driving
(rotating in reverse) itself and dropping into mounting detents at
the completion of cycle.
[0048] An exemplary manual override arrangement is illustrated in
FIGS. 10-12. As shown in FIG. 10, the actuator housing 11 may
include a top housing portion 115 and a bottom manual override cap
102 secured to the valve assembly 25. The cap 102 is illustrated
more particularly in FIG. 11. In the illustrated embodiment, the
cap generally includes the circular bottom panel portion 41 and an
axially extending perimeter sidewall 122. The bottom portion
includes portions 128 defining an aperture through which an input
shaft of the ball valve assembly 25 may extend for coupling to the
actuator output shaft structure 18, 18a. The sidewall includes key
slots for receiving associated locking tabs 108 on the top portion
115.
[0049] As shown in FIG. 12, the top housing portion 115 may include
a first large diameter cylindrical portion 132 with a concentric
small diameter cylindrical portion 134 disposed thereon. The large
diameter cylindrical portion 132 may include a sidewall 120 with
the locking tabs 108 extending radially from an exterior surface
124 thereof. The tabs 108 may be generally rectangular in shape
with a chamfered forward edge 132. The top portion 115 may be
concentrically and rotatably arranged relative to the cap 102, with
the interior surface 120 of the cap side-wall 122 disposed adjacent
to the exterior surface 124 of the top portion side wall 126 as
shown in FIG. 10.
[0050] In normal operating mode, a locking tab 108 on the actuator
housing engages a corresponding retention ramp 110 on the cap to
prevent rotation of the top portion 115 relative to the cap 102. In
manual override mode, however, the top portion 115 may be manually
rotated, e.g. by operation of an override cable accessible through
the vehicle trunk or passenger compartment and connected to an
override arm extending from the top portion 115 of the housing.
Rotation of the top portion causes sufficient rotation of the
output shaft to open the valve. Rotation of the top portion during
manual override is arrested by engagement of the locking tab 108
with a manual override position stop 112. Advantageously, due to
the bias force established by the spring 26 the mechanical override
self-heals by returning to the normal position upon energization of
the actuator following a mechanical override.
[0051] In an actuator consistent with the invention, therefore,
pinch protection is enabled in a simple and efficient manner. Other
methods that are sometimes employed are more elaborate solutions
using, for example, electronic sensors that can detect the presence
of objects. The present invention, however, employs a method that
is simple and cost effective and accomplished through
electromechanical means rather than with electronics. This
translates lower cost through less expensive components and
simplified assembly and test.
[0052] Also, since the actuator moves to an open or closed position
and then turns itself off, automatic control is facilitated in an
efficient manner. This means that the actuator could, for example,
be electrically connected to a vehicle park interlock so that the
fuel door will automatically close upon placing the vehicle in
gear. The actuator could also be configured so that the ignition
had to be off to permit opening. Essentially, the automated control
allows the control of the actuator based on a variety of conditions
and inputs.
[0053] The invention has applicability beyond the scope of fuel
filler access. This system may find utility in the operation of any
valve. In fact, the actuator would find utility in any device
requiring movement of a mechanism while providing an anti-pinch
feature that is active throughout the full range of motion of the
actuator or within a specific range of the motion. Further, by
converting the rotating members of the design to a "sled" assembly,
a linear version could be made that employs these same unique
features.
[0054] The embodiments that have been described herein, however,
are but some of the several which utilize this invention and are
set forth here by way of illustration but not of limitation. It is
obvious that many other embodiments, which will be readily apparent
to those skilled in the art, may be made without departing
materially from the spirit and scope of the invention as defined in
the appended claims.
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