A parking brake solenoid valve

Abstract

The present invention relates to a parking brake solenoid valve, belonging to the technical field of solenoid valves. The valve body comprises a through slot horizontally provided in the valve body, the through slot being sequentially composed of a first installation chamber, a first piston chamber, an air source chamber, an output chamber, an exhaust chamber, a second piston chamber and a second installation chamber, the two manual rods are respectively slidably connected in the two installation chambers, the piston rod slides in the through slot and the two ends of the piston rod are respectively in contact with the two manual rods, the top of the valve body is vertically provided with two exhaust passages, the two ends of the two exhaust passages are respectively connected with the piston chamber and the atmosphere, the air source chamber is connected with the two exhaust passages, the two electromagnetic assemblies are respectively installed in the two exhaust passages, the electromagnetic assemblies are used to block the top or bottom end of the exhaust passages, the piston rod slides to connect the air source chamber with the output chamber or the exhaust chamber with the output chamber; the present invention solves the problem that the electromagnetic reversing valve frequently needs to be kept powered on, which causes serious heating of the coil.

Description

Technical Field

[0001] The invention belongs to the technical field of solenoid valves, and in particular relates to a parking brake solenoid valve. Background Art

[0002] Solenoid valves are industrial equipment controlled by electromagnetics. They are basic automation components used to control fluids. They are actuators and are not limited to hydraulic or pneumatic. They are used in industrial control systems to adjust the direction, flow, speed and other parameters of the medium. Solenoid valves can be used with different circuits to achieve the desired control, and the accuracy and flexibility of the control can be guaranteed. There are many types of solenoid valves, and different solenoid valves play a role in different positions in the control system. The most commonly used ones are check valves, safety valves, directional control valves, speed regulating valves, etc.

[0003] However, some fields have very strict requirements on pneumatic components. For example, in railway locomotives, electromagnetic reversing valves are often used to connect the brake system to complete braking. The existing solenoid valves use mechanical springs as the recovery mechanism. If the valve is to remain open, the coil must be continuously energized, and continuous power supply can keep the valve open. In many cases, the valve opening time is relatively long, and the energy consumption disadvantage is more significant. In addition, long-term power supply will cause serious copper loss and cause serious heating of the valve.

[0004] For example, the subway needs to brake frequently during operation, and each brake needs to be completed during high-speed operation, which results in a long braking time and a short interval between each brake. Therefore, the coil in the electromagnetic reversing valve is basically in a state of continuous power supply, thereby providing an air source for the brake cylinder to complete the braking, which leads to serious heating in the solenoid valve, causing the solenoid valve to work in a high-temperature environment for a long time, resulting in wear of the solenoid valve components, shortened service life, and reduced braking and sealing performance. It is impossible to guarantee that the subway can stop in time, resulting in derailment, posing a serious threat to personal safety. Summary of the invention

[0005] In order to solve the above problems existing in the prior art, the present invention provides a parking brake solenoid valve, which solves the problem that the electromagnetic reversing valve in the existing subway brake system is frequently energized during braking and needs to remain energized during the braking process, causing serious coil heating.

[0006] The purpose of the present invention can be achieved through the following technical solutions: a parking brake solenoid valve, comprising a valve body, a piston rod, two manual rods and two electromagnetic components, wherein a through groove is horizontally opened in the valve body, and the through groove is sequentially composed of a first installation cavity, a first piston cavity, an air source cavity, an output cavity, an exhaust cavity, a second piston cavity and a second installation cavity, the two manual rods are respectively slidably connected in the two installation cavities, the piston rod is slidably fitted in the through groove and the two ends of the piston rod are respectively in contact with the two manual rods, and the outer wall surfaces of the two manual rods are sleeved with reset springs, so that The two ends of the reset spring are respectively in contact with the manual rod and the side wall of the installation cavity. Two exhaust passages are vertically opened on the top of the valve body. The bottom ends of the two exhaust passages are respectively communicated with the two piston chambers, and the top ends are communicated with the atmosphere. The air source chamber is communicated with the two exhaust passages. The two electromagnetic components are respectively installed in the two exhaust passages. When the electromagnetic component is powered on, it blocks the exhaust passage from being connected to the atmosphere. When the electromagnetic component is powered off, it blocks the exhaust passage from being connected to the air source chamber. The piston rod slides to connect the air source chamber with the output chamber or the exhaust chamber with the output chamber.

[0007] As a preferred technical solution of the present invention, a side wall of the valve body is provided with an air source port, an output port and an exhaust port, and the air source port, the output port and the exhaust port are respectively connected to the air source chamber, the output chamber and the exhaust chamber, the exhaust port is connected to the brake cylinder, and the output chamber is filled with gas of a set air pressure.

[0008] As a preferred technical solution of the present invention, the valve body is composed of two valve seats, a piston body and two end covers, the two valve seats are respectively located on opposite sides of the piston body, the two end covers are respectively installed on the top surfaces of the two valve seats, and pilot air paths are opened in the two valve seats, the piston body and the two end covers, and the exhaust duct is respectively connected to the piston cavity and the air source cavity through the pilot air path.

[0009] As a preferred technical solution of the present invention, the piston rod is integrally composed of two guide shafts, two sealing shafts and a connecting shaft. The two sealing shafts are respectively located at the two ends of the connecting shaft, and the two guide shafts are respectively located at the two ends of the two sealing shafts. The end faces of the two guide shafts are provided with guide grooves, and sealing shafts are provided in the two guide grooves. The sealing shafts are slidably fitted in the piston cavity, and the depth of the guide groove is greater than the sliding distance of the sealing shaft in the piston cavity.

[0010] As a preferred technical solution of the present invention, the output chamber has the same communicating hole diameter as the gas source chamber and the exhaust chamber, and the sealing shaft diameter of the piston rod is the same as the communicating hole diameter.

[0011] As a preferred technical solution of the present invention, the outer wall of the guide shaft is provided with two semicircular grooves, a sealing ring is provided at the connection between the piston cavity and the air source cavity, and the sealing ring is respectively engaged with the two semicircular grooves during the sliding process of the piston rod.

[0012] As a preferred technical solution of the present invention, chamfers are provided at the connection points between the output cavity and the gas source cavity and the exhaust cavity.

[0013] As a preferred technical solution of the present invention, the electromagnetic assembly includes a moving iron core, a tower-shaped spring and an electromagnetic coil. The electromagnetic coil is installed on the outside of the exhaust duct, and the moving iron core is slidably connected in the exhaust duct. One end of the tower-shaped spring abuts against the bottom of the moving iron core, and the other end abuts against the bottom of the exhaust duct.

[0014] As a preferred technical solution of the present invention, the moving iron core is composed of a hollow cylindrical magnet, an upper rubber pad, a lower rubber pad, a spring seat and two abutment springs. The spring seat is embedded in the hollow cylindrical magnet, and the two abutment springs are respectively abutted against the two ends of the spring seat. The upper rubber pad and the lower rubber pad are respectively embedded in the two ends of the hollow cylindrical magnet and respectively abut against the two abutment springs.

[0015] As a preferred technical solution of the present invention, the exhaust duct consists of an air source nozzle, an exhaust nozzle and an exhaust hole, the bottom of the exhaust hole is communicated with the air source nozzle, the top of the exhaust hole is communicated with the exhaust nozzle, a retaining ring is provided at the bottom end of the exhaust nozzle, the top of the air source nozzle is truncated cone-shaped, the exhaust nozzle abuts against the upper rubber pad, and the air source nozzle abuts against the lower rubber pad.

[0016] The beneficial effects of the present invention are as follows: by introducing compressed air into the air source port, a certain air pressure exists in both the air source chamber and the output chamber. When an electromagnetic component is energized, the moving iron core inside is attracted to open the valve nozzle of the air source port below, and at the same time, the other exhaust passage is in a blocked state. At this time, the gas in the air source chamber inflates the piston chamber through the exhaust passage. The piston rod pushes the valve stem to move under the action of the air pressure, and the valve reversal is completed to make the output chamber and the exhaust chamber communicate with the brake cylinder. At this time, the air pressure in the output chamber pushes the brake cylinder to start braking. At this time, the piston chamber at the other end is connected to the atmosphere, and the air pressure will not be blocked. There is no back pressure, which avoids the piston rod being affected by external forces during the reversing process. When the reversing is completed, the electric The magnetic coil is powered off, the electromagnetic component blocks the air source nozzle, and the piston chambers on both sides are connected to the atmosphere. At this time, the air pressure on both sides of the piston rod is the same, the piston rod maintains the reversing state, and the braking is continued; when the subway starts, the other electromagnetic component is energized to reset the piston rod to release the brake. Through the communication between the air source chamber and the two exhaust passages and the piston chamber and the two exhaust passages, the electromagnetic coil only needs to be energized for a period of time to complete the reversal of the piston rod to complete the continuous braking action, avoiding the need for the electromagnetic coil to be continuously energized to maintain the braking action, and solving the problem in the existing subway brake system that the electromagnetic reversing valve is frequently energized during braking and needs to remain energized during the braking process, which causes serious heating of the coil. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to facilitate understanding by those skilled in the art, the present invention is further described below with reference to the accompanying drawings.

[0018] Figure 1 It is a front cross-sectional view of the present invention;

[0019] Figure 2 It is a front cross-sectional view of the valve body of the present invention;

[0020] Figure 3 This is a front view of the valve body of the present invention;

[0021] Figure 4 This is a schematic diagram of the structure of the moving iron core of the present invention;

[0022] Figure 5 This is a schematic diagram of the piston rod structure of the present invention;

[0023] Figure 6 It is a schematic diagram of the exhaust duct structure of the present invention;

[0024] Main component symbols

[0025] In the figure: 1. valve body; 101. valve seat; 102. piston body; 103. end cover; 11. first installation cavity; 12. first piston cavity; 13. air source cavity; 14. output cavity; 15. exhaust cavity; 16. second piston cavity; 17. second installation cavity; 18. pilot air path; 131. air source port; 141. output port; 151. exhaust port; 2. piston rod; 21. guide shaft; 211. circular groove; 22. blocking shaft; 23. connecting shaft; 24. sealing shaft; 3. manual lever; 4. electromagnetic assembly; 41. moving iron core; 411. hollow cylindrical magnet; 412. upper rubber pad; 413. lower rubber pad; 414. spring seat; 415. abutment spring; 42. tower spring; 43. electromagnetic coil; 5. exhaust duct; 51. air source nozzle; 52. exhaust nozzle; 53. exhaust hole; 6. reset spring. DETAILED DESCRIPTION

[0026] In order to further explain the technical means and effects adopted by the present invention to achieve the predetermined invention purpose, the specific implementation methods, structures, features and effects of the present invention are described in detail below in conjunction with the accompanying drawings and preferred embodiments.

[0027] See also Figure 1-6The present embodiment provides a parking brake solenoid valve, comprising a valve body 1, a piston rod 2, two manual rods 3 and two electromagnetic components 4. A through groove is horizontally opened in the valve body 1, and the through groove is divided into a first installation chamber 11, a first piston chamber 12, an air source chamber 13, an output chamber 14, an exhaust chamber 15, a second piston chamber 16 and a second installation chamber 17 from left to right, wherein the two manual rods 3 are respectively slidably installed in the two installation chambers, and the outer wall surfaces of the two manual rods 3 are also sleeved with a return spring 6, and the two ends of the return spring 6 are respectively abutted against the front end of the manual rod 3 and the side wall of the installation chamber, and the piston rod 2 is slidably installed in the middle of the through groove, and its two ends are respectively located in the piston chamber and abut against the two manual rods 3, and two exhaust passages 5 are vertically opened on the top of the valve body 1, one on the left and one on the right, and the bottoms of the two exhaust passages 5 are respectively communicated with the two piston chambers, and the tops are both communicated with the atmosphere, the air source chamber 13 is also communicated with the two exhaust passages 5, and the two electromagnetic components 4 are respectively installed in the two exhaust passages 5.

[0028] Before using this solenoid valve, it is necessary to connect the exhaust chamber 15 with the brake chamber of the brake cylinder, connect the air source chamber 13 with the output air pressure pipeline, and connect the output chamber 14 with the release chamber of the brake cylinder. In the initial state, the piston rod 2 is in the left position, so that the air source chamber 13 is connected to the output chamber 14, and the exhaust chamber 15 is blocked. At the same time, the set air pressure is input into the output chamber 14 so that the release chamber of the brake cylinder has sufficient air pressure to keep the brake cylinder in a state of releasing the brake at all times, so as to avoid affecting the normal operation of the subway. At the same time, the two electromagnetic components 4 block the communication between the exhaust duct 5 and the air source chamber 13 when they are powered on, and at this time, the exhaust duct 5 is connected to the atmosphere. Then, the two piston chambers are connected to the atmosphere through the exhaust duct 5. At this time, the air pressure in the two piston chambers is the same, and the pressures at both ends of the piston rod 2 are the same, and they are in a stable state.

[0029] When braking is required during subway operation, the left electromagnetic component 4 is energized. At this time, the left electromagnetic component 4 blocks the exhaust duct 5 from communicating with the atmosphere, and at the same time, the exhaust duct 5 is communicated with the air source chamber 13, and air pressure is input into the air source chamber 13. At this time, the gas enters the first piston chamber 12 through the exhaust duct 5, thereby pushing the piston rod 2 to slide to the right. At this time, the second piston chamber 16 is always connected to the atmosphere through the right exhaust duct 5. Therefore, the sliding of the piston rod 2 will not be affected by the generation of back pressure during the sliding process of the piston rod 2 to the right. When the piston rod 2 slides to the right, the connection between the air source chamber 13 and the output chamber 14 is cut off, and the output chamber 14 is communicated with the exhaust chamber 15. At the same time, the connection between the output chamber 14 and the release chamber is cut off. At this time, the gas in the output chamber 14 The body enters the brake chamber of the brake cylinder through the exhaust chamber 15 to brake, and when the piston rod 2 moves into place, the left electromagnetic component 4 is disconnected. At this time, the left electromagnetic component 4 blocks the left exhaust duct 5 and the air source chamber 13, and cuts off the connection between the first piston chamber 12 and the air source chamber 13, so that the first piston chamber 12 is connected to the atmosphere, while the second piston chamber 16 is always connected to the atmosphere. Therefore, at this time, the pressure on both sides of the piston rod 2 is the same, and the piston rod 2 is in a stable state, always keeping the brake cylinder in a braking state to complete the braking action. At the same time, the electromagnetic component 4 only needs to be energized for a period of time to complete the reversal to brake, avoiding the need for the electromagnetic component 4 to remain energized for braking, thereby causing the coil to continue to heat up and affect the use of the solenoid valve.

[0030] When the subway needs to be started, the electromagnetic component 4 on the right is energized. Similar to the above steps, the right electromagnetic component 4 blocks the right exhaust duct 5 from being connected to the atmosphere and allows the air source chamber 13 and the second piston chamber 16. At this time, the air source chamber 13 inputs the air pressure into the second piston chamber 16, and the piston rod 2 moves to the left, cutting off the connection between the exhaust chamber 15 and the brake chamber, allowing the output chamber 14 to be connected to the release chamber, so that the brake cylinder releases the brake and the subway can operate normally. Similarly, when the piston rod 2 reaches the left position, the electromagnetic component 4 is disconnected, and the electromagnetic component 4 blocks the connection between the air source chamber 13 and the exhaust duct 5. At this time, both piston chambers are connected to the atmosphere, and the pressure at both ends of the piston rod 2 is the same. The piston rod 2 is in a stable state, so that the subway can run smoothly.

[0031] The on-off state of the two exhaust passages 5 is controlled respectively by two electromagnetic components 4, thereby completing the switching action of the electromagnetic valve, allowing the brake cylinder to perform the braking and releasing actions. At the same time, the electromagnetic component 4 can be powered on to complete the switching action and then the power-on state can be cut off. When the electromagnetic component 4 is in the power-off state, the electromagnetic valve can maintain the switching state to achieve continuous braking, thereby avoiding the need for continuous braking during the operation of the subway. At the same time, the braking interval is short, and braking is required every few minutes, so that the electromagnetic component 4 is always powered on and generates a large amount of heat, thereby affecting the normal use of the solenoid valve.

[0032] When the solenoid valve needs to be checked, the two manual levers 3 can be manually pressed to detect whether the solenoid valve can be used normally. By pressing the left manual lever 3, the solenoid valve can be reversed to perform the braking action, and pressing the right manual lever 3 releases the brake. By pressing the manual lever 3, the manual lever 3 can be reset by the reset spring 6, which is convenient for the next use.

[0033] In order to ensure that the solenoid valve can allow the brake cylinder to continue braking in the power-off state, in the present embodiment, an air source port 131, an output port 141 and an exhaust port 151 are opened on one side wall of the valve body 1, and the air source port 131, the output port 141 and the exhaust port 151 are respectively connected to the air source chamber 13, the output chamber 14 and the exhaust chamber 15, and then connected to other mechanisms through the air source port 131, the output port 141 and the exhaust port 151. At the same time, during the use of the solenoid valve, the set air pressure is first input into the output chamber 14, so that after the solenoid valve is switched, sufficient air pressure can be used to keep the brake cylinder in braking action to complete the braking.

[0034] Since a plurality of air cavities are provided in the valve body 1 to complete the action of maintaining the reversing action even when the power is cut off after the reversing, the reversing action is completed by communicating the air source cavity 13 with the two exhaust passages 5, and at the same time, the two piston cavities are communicated with the atmosphere through the exhaust passages 5 to maintain a stable reversing action. Therefore, in order to better communicate the exhaust passage 5 with the two air cavities, in one embodiment, the valve body 1 is composed of two valve seats 101, a piston body 102 and two end covers 103, the two valve seats 101 are respectively located on opposite sides of the piston body 102, and the two end covers 103 are respectively installed on the top surfaces of the two valve seats 101, and pilot air paths 18 are provided in the valve seat 101, the piston body 102 and the two end covers 103, so that these pilot air paths 18 are used to connect the exhaust passage 5 with the air source cavity 13 and the piston cavity, thereby forming a Three air paths are formed to complete the switching of the solenoid valve and maintain the switching action of the solenoid valve after the switching is completed, so that the solenoid valve can keep the brake cylinder in the braking state to complete continuous braking after the switching is completed. The reason why the valve body 1 is composed of various components and various air guide paths are opened on these components to complete the connection is because these pilot air paths 18 cannot be opened in a whole. The valve body 1 is divided into various components, and various inclined holes or through holes are opened on these components according to the set positions, and the pilot air paths 18 are opened in correspondence with each other. At the same time, steel balls are embedded in the outer ends of each pilot air path 18. The steel balls are used to ensure that the pilot air path 18 will not leak, thereby ensuring the switching of the solenoid valve and the stability of the switching action.

[0035] The subway will produce continuous vibration during operation. Since the coil is in a power-off state during the braking process, and there is no gas in the piston chamber at this time, this leads to poor seismic resistance at both ends of the piston rod 2. Therefore, in order to improve the seismic resistance of the piston rod 2 and maintain the stability of the solenoid valve during operation, in one embodiment, the piston rod 2 is integrally composed of two guide shafts 21, two blocking shafts 22 and a connecting shaft 23. The two blocking shafts 22 are respectively located at the two ends of the connecting shaft 23, and the two guide shafts 21 are respectively located at the two ends of the two blocking shafts 22. The blocking shafts 22 on both sides are used to block the connection between the output chamber 14 and the air source chamber 13 or the output chamber 14 and the exhaust chamber 15 during the left and right sliding process of the piston rod 2. At the same time, guide grooves are opened in the guide shafts 21 at the left and right ends, and sealing shafts 24 are arranged in the guide grooves to allow the air source chamber 13 and the exhaust chamber 15 to be connected to the two piston chambers. They are not connected, and the depth of the guide groove is greater than the sliding distance of the sealing shaft 24 in the piston cavity. Therefore, when the sealing shaft 24 is installed in the guide groove, the guiding distance provided by the guide groove for the sealing shaft 24 is greater than the sliding distance of the sealing shaft 24 in the piston cavity, that is, the supporting force obtained by the sealing shaft 24 from the guide groove is higher than the interference force of the piston cavity on the sealing shaft 24. No matter how the subway vibrates, causing the sealing shaft 24 to fall off the guide groove, the guiding effect provided by the guide groove for the sealing shaft 24 can maintain the sealing of the sealing shaft 24 to the piston cavity. Therefore, even if there is no gas filling in the piston cavity in the power-off state, resulting in poor shock resistance, the sealing shaft 24 can also complete the sealing effect well, thereby ensuring the stability of the piston rod 2 and avoiding the lack of gas filling in the piston cavity in the power-off state, resulting in poor shock resistance and affecting the stability of the normal use of the solenoid valve.

[0036] Since the air pressure in the two piston chambers is the same, the piston rod 2 can be stable after completing the reversal. At the same time, during the reversing process, since one side of the piston chamber is inflated and the other side of the piston chamber is connected to the atmosphere, this will not generate back pressure to affect the sliding of the piston rod 2. At the same time, after completing the reversal, the piston rod 2 also needs to balance the pressure provided by the output chamber 14 to the piston rod 2 with the pressure provided by the other air chamber in order to keep the piston rod 2 stable. Therefore, in one embodiment, the output chamber 14 has the same connecting hole diameter as the air source chamber 13 and the exhaust chamber 15, and the axial diameter of the blocking shaft 22 of the piston rod 2 is the same as the connecting hole diameter. When calculating the thrust of the piston rod 2 in the output chamber 14, one side is calculated by multiplying the axial diameter area of ​​the piston rod 2 by the air pressure, and the other side is calculated by multiplying the inner hole area of ​​the piston rod 2 by the air pressure. In theory, if the hole-axis area is the same, the force is equal, the force is canceled, and the force is balanced. Therefore, the axial diameter of the blocking shaft 22 is the same as the connecting hole diameter, which can allow the piston rod 2 to remain stable after the reversal is completed.

[0037] However, if the piston rod 2 needs to slide, the piston rod 2 needs to be fitted with a clearance, which leads to a small area difference between the area of ​​the hole and the shaft, thereby generating a very small unbalanced force, which causes the piston rod 2 to shift during the vibration process. Therefore, in one embodiment, two semicircular grooves 211 are provided on the outer wall of the guide shaft 21, and a sealing ring is provided at the connection between the piston chamber and the air source chamber 13. During the sliding process of the piston rod 2, the sealing ring is respectively engaged with the two semicircular grooves 211. By providing two semicircular grooves 211 on the guide shaft 21, the two semicircular grooves 211 are respectively engaged with the sealing ring after the piston rod 2 is reversed. The engagement of the sealing ring with the semicircular groove 211 provides a pre-tightening force for the piston rod 2, thereby offsetting the unbalanced force caused by the area difference between the hole and the shaft, so that after the piston rod 2 completes the reversal, the pre-tightening force provided by the engagement of the semicircular groove 211 with the sealing ring can ensure the stability of the piston rod 2, so that the piston rod 2 can remain stable after the reversal is completed.

[0038] During the reversal of the piston rod 2, a sealing rubber ring needs to be sleeved on the sealing shaft 22 of the piston rod 2 to ensure the sealing effect. However, during the sliding of the piston rod 2, when the output chamber 14 is sealed with another air chamber, the air pressure in the output chamber 14 will flow from the edge of the sealing rubber ring and the connecting hole during the sealing process of the sealing shaft 22. When the sealing shaft 22 gradually approaches the connecting hole, the pressure of the gas flow at this position is greater, and the sealing rubber ring needs to abut against the side wall of the connecting hole to complete the sealing effect. Therefore, the outer ring of the sealing rubber ring will be larger than the diameter of the connecting hole. Only at this time can the sealing effect be guaranteed when the sealing shaft 22 enters the connecting hole. Therefore, during the sliding of the piston rod 2, the outer ring of the sealing rubber ring will directly The end face of the connecting hole is in contact with the end face of the connecting hole, and at this time there is gas with a certain pressure in each air cavity, which will cause the air pressure in the air cavity and the end face of the connecting hole to squeeze the sealing rubber ring, thereby causing the sealing rubber ring to be squeezed and damaged, making the sealing effect of the output chamber 14 invalid, and making it impossible to maintain the braking action of the brake cylinder. Therefore, in order to avoid the sealing rubber ring from being damaged during the reversing of the piston rod 2, in one embodiment, chamfers are provided at the connection between the output chamber 14 and the air source chamber 13 and the exhaust chamber 15. Through the setting of the chamfer, the sealing rubber ring can gradually complete the squeezing action along the slope of the chamfer during the movement of the piston rod 2, thereby avoiding the sealing rubber ring from being squeezed and damaged during the reversing of the piston rod 2.

[0039] The electromagnetic component 4 completes the reversal of the piston rod 2 by turning the power on and off. During the process of turning the power on and off, the electromagnetic component 4 needs to block the top or bottom of the exhaust duct 5. Therefore, in order to better ensure the sealing effect of the electromagnetic component 4, in one embodiment, the electromagnetic component 4 includes a moving iron core 41, a tower-shaped spring 42 and an electromagnetic coil 43. The electromagnetic coil 43 is installed on the outside of the exhaust duct 5, and the moving iron core 41 is slidably connected to the exhaust duct 5. One end of the tower-shaped spring 42 abuts against the bottom of the moving iron core 41, and the other end abuts against the bottom of the exhaust duct 5. The moving iron core 41 is adsorbed by energizing the electromagnetic coil 43, so that the moving iron core 41 completes the blocking of the exhaust duct 5. When the electromagnetic coil 43 is de-energized, the moving iron core 41 blocks the connection between the air source chamber 13 and the exhaust duct 5 under the abutment of the tower-shaped spring 42, so that the piston chamber is connected to the atmosphere to ensure the stability of the piston rod 2 after the reversal is completed.

[0040] In order to allow the moving iron core 41 to have a better sealing effect when blocking the exhaust duct 5, in one embodiment, the moving iron core 41 is composed of a hollow cylindrical magnet 411, an upper rubber pad 412, a lower rubber pad 413, a spring seat 414 and two abutting springs 415. The spring seat 414 is embedded in the hollow cylindrical magnet 411, and the two abutting springs 415 are respectively abutted against the two ends of the spring seat 414. The upper rubber pad 412 and the lower rubber pad 413 are respectively embedded at the two ends of the hollow cylindrical magnet 411 and abut against the two abutting springs 415. The materials of the two abutting springs 415 are one soft and one hard, and their function is to provide the upper rubber pad 412 and the lower rubber pad 413 with a better sealing effect. The appropriate outward tension of the pad 413 ensures that the upper and lower rubber pads are always in the correct position, and the rubber pads can always seal the exhaust duct 5. Moreover, because the upper rubber pad 412 is used to seal the exhaust duct 5 when the electromagnetic coil 43 is energized, the moving iron core 41 is lifted and the exhaust duct 5 is sealed. At this time, the force analysis of this mouth is: the greater the air pressure, the tighter the seal. Therefore, a soft spring is used, and the soft spring does not need to offset the electromagnetic suction force. The lower rubber pad 413 is used to seal the connection between the air source cavity 13 and the exhaust duct 5 when the electromagnetic coil 43 is de-energized. Therefore, it cannot be pushed upward when the air pressure is high, so a hard spring is used to provide sufficient thrust to allow the lower rubber pad 413 to complete the sealing.

[0041] In order to reduce the impact force between the moving iron core 41 and the top of the exhaust duct 5 during the blocking process of the moving iron core 41, in one embodiment, the exhaust duct 5 is composed of an air source nozzle 51, an exhaust nozzle 52 and an exhaust hole 53. The bottom of the exhaust hole 53 is communicated with the air source nozzle 51, and the top of the exhaust hole 53 is communicated with the exhaust nozzle 52. A retaining ring is provided at the bottom end of the exhaust nozzle 52. The top of the air source nozzle 51 is truncated. The exhaust nozzle 52 abuts against the upper rubber pad 412, and the air source nozzle 51 abuts against the lower rubber pad 413. When the coil 43 is energized to attract the moving magnet, the moving magnet moves upward to block the exhaust nozzle 52. A retaining ring is provided at the bottom end of the exhaust nozzle 52, so that when the moving iron core 41 moves up to the extreme position, there is still a gap of 0.2 mm between the moving iron core 41 and the bottom of the exhaust nozzle 52. At this time, the retaining ring can just abut against the moving iron core 41 to complete the sealing. At the same time, the retaining ring can also reduce the impact force on the top of the exhaust duct 5, that is, the end cover 103, thereby increasing the service life of the end cover 103.

[0042] The above description is only a preferred embodiment of the present invention and does not limit the present invention in any form. Although the present invention has been disclosed as a preferred embodiment as above, it is not used to limit the present invention. Any technical personnel in this field can make some changes or modify the technical contents disclosed above into equivalent embodiments without departing from the scope of the technical solution of the present invention. However, any simple modification, equivalent change and modification made to the above embodiments according to the technical essence of the present invention without departing from the content of the technical solution of the present invention still fall within the scope of the technical solution of the present invention.

Claims

1. A parking brake solenoid valve, characterized in that: The valve body comprises a through slot horizontally provided in the valve body, and the through slot is composed of a first installation chamber, a first piston chamber, an air source chamber, an output chamber, an exhaust chamber, a second piston chamber and a second installation chamber in sequence. The two manual rods are slidably connected in the two installation chambers respectively, the piston rod is slidably fitted in the through slot and the two ends of the piston rod are respectively abutted against the two manual rods, the outer wall surfaces of the two manual rods are sleeved with a return spring, the two ends of the return spring are respectively abutted against the manual rod and the side wall of the installation chamber, the top of the valve body is vertically provided with two exhaust passages, the bottom ends of the two exhaust passages are respectively communicated with the two piston chambers, and the top ends are communicated with the atmosphere, the air source chamber is communicated with the two exhaust passages, the two electromagnetic assemblies are respectively installed in the two exhaust passages, the electromagnetic assembly is in a power-on state to block the exhaust passage from being communicated with the atmosphere, and the electromagnetic assembly is in a power-off state to block the exhaust passage from being communicated with the air source chamber, and the piston rod sliding is used to communicate the air source chamber with the output chamber or the exhaust chamber with the output chamber; A gas source port, an output port and an exhaust port are provided on one side wall of the valve body, and the gas source port, the output port and the exhaust port are communicated with the gas source cavity, the output cavity and the exhaust cavity respectively, the exhaust port is communicated with the brake cylinder, and the output cavity is filled with gas of set pressure; Gas with a preset pressure is input into the output chamber; The valve body is composed of two valve seats, a piston body and two end covers, the two valve seats are respectively located on opposite sides of the piston body, the two end covers are respectively installed on the top surfaces of the two valve seats, the two valve seats, the piston body and the two end covers are each provided with a pilot air path, and the exhaust passage is respectively communicated with the piston cavity and the air source cavity through the pilot air path; The electromagnetic assembly includes a moving iron core, a tower-shaped spring and an electromagnetic coil. The electromagnetic coil is installed on the outside of the exhaust duct. The moving iron core is slidably connected in the exhaust duct. One end of the tower-shaped spring abuts against the bottom of the moving iron core, and the other end abuts against the bottom of the exhaust duct.

2. A parking brake solenoid valve according to claim 1, characterized in that: The piston rod is integrally composed of two guide shafts, two sealing shafts and a connecting shaft. The two sealing shafts are respectively located at the two ends of the connecting shaft, and the two guide shafts are respectively located at the two ends of the two sealing shafts. The end faces of the two guide shafts are provided with guide grooves, and sealing shafts are provided in the two guide grooves. The sealing shafts are slidably fitted in the piston cavity, and the depth of the guide groove is greater than the sliding distance of the sealing shaft in the piston cavity.

3. The parking brake solenoid valve according to claim 1, characterized in that: The output chamber has the same communicating hole diameter as the gas source chamber and the exhaust chamber, and the sealing shaft diameter of the piston rod is the same as the communicating hole diameter.

4. The parking brake solenoid valve according to claim 2, characterized in that: The outer wall of the guide shaft is provided with two semicircular grooves, and a sealing ring is provided at the connection point between the piston cavity and the air source cavity. The sealing ring is respectively engaged with the two semicircular grooves during the sliding process of the piston rod.

5. The parking brake solenoid valve according to claim 1, characterized in that: The connecting parts of the output cavity with the gas source cavity and the exhaust cavity are all provided with chamfers.

6. The parking brake solenoid valve according to claim 1, characterized in that: The moving iron core is composed of a hollow cylindrical magnet, an upper rubber pad, a lower rubber pad, a spring seat and two abutment springs. The spring seat is embedded in the hollow cylindrical magnet. The two abutment springs abut against the two ends of the spring seat respectively. The upper rubber pad and the lower rubber pad are respectively embedded in the two ends of the hollow cylindrical magnet and abut against the two abutment springs respectively.

7. The parking brake solenoid valve according to claim 6, characterized in that: The exhaust duct consists of an air source nozzle, an exhaust nozzle and an exhaust hole. The bottom of the exhaust hole is communicated with the air source nozzle, the top of the exhaust hole is communicated with the exhaust nozzle, a retaining ring is provided at the bottom end of the exhaust nozzle, the top of the air source nozzle is truncated cone-shaped, the exhaust nozzle abuts against the upper rubber pad, and the air source nozzle abuts against the lower rubber pad.

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