Vehicle chassis supporting air suspension electromagnetic valve and vehicle

Abstract

The invention discloses a vehicle chassis supporting air suspension electromagnetic valve and a vehicle, and relates to the technical field of air path valves. The electromagnetic valve comprises a valve body, a movable iron core, a sealing plug and a lifting spring, a valve cavity is formed in the valve body, and a first vent hole and a second vent hole are formed in the valve body; the movable iron core is movably arranged in the valve cavity; the sealing plug is arranged at one end of the movable iron core and is provided with a hollow part; the lifting spring is at least partially located in the valve cavity and connected to the side, away from the movable iron core, of the sealing plug. In the valve closing mode, the sealing plug closes the second vent hole, and the hollow part of the sealing plug is in a compressed state under the pushing of the lifting spring; and in the valve opening mode, the sealing plug opens the second vent hole, and the sealing plug is pushed by the lifting spring, so that the hollow part is in a compressed state. According to the electromagnetic valve, a simplified structure is adopted to achieve the two-stage stroke opening function, airflow noise and mechanical abrasion are effectively reduced, meanwhile, the number of parts is reduced, the assembly technology is simplified, and the assembly cost is reduced.

Description

Technical Field

[0001] This invention relates to the field of air valve technology, and more particularly to a solenoid valve for an air suspension system for a vehicle chassis and a vehicle. Background Technology

[0002] Automotive air suspension systems use solenoid valves to control the opening and closing of the air circuit, thus controlling the inflation and deflation of the air tank and air springs. However, traditional solenoid valves use a moving iron core to rigidly drive the sealing components, which can easily generate airflow impact noise and mechanical whistling under high-frequency operating conditions. Furthermore, repeated rigid collisions cause rapid wear of the sealing surfaces, shortening their service life.

[0003] To address these issues, some existing technologies have introduced a two-stage opening scheme, involving a small pre-opening stroke followed by a large full-opening stroke. However, existing structures for achieving this function are extremely complex, typically requiring precise coordination of various components such as the valve seat core, sleeve, stationary / moving iron core, multi-stage spring, valve stem, sleeve, and sealing plug. This not only leads to cumbersome assembly processes, large cumulative tolerances, and difficulty in guaranteeing the accuracy of the two-stage opening, but also increases the cost of parts and manufacturing.

[0004] Therefore, how to simplify the structure of the solenoid valve, reduce the number of parts, and lower the assembly cost while ensuring the opening effect of the second-stage stroke is a technical problem that urgently needs to be solved in this field. Summary of the Invention

[0005] The present invention aims to at least solve one of the technical problems existing in the prior art. Therefore, the first aspect of the present invention aims to provide a vehicle chassis support air suspension solenoid valve, which adopts a simplified structure to achieve a two-stage stroke opening function, effectively reducing airflow noise and mechanical wear, while reducing the number of parts and simplifying the assembly process, thus lowering assembly costs.

[0006] The second aspect of the present invention is to provide a vehicle having the above-mentioned vehicle chassis support air suspension solenoid valve.

[0007] According to a first aspect of the present invention, a vehicle chassis support air suspension solenoid valve includes: a valve body, a moving iron core, a sealing plug, and a lifting spring. The valve body has a valve cavity and a first vent hole and a second vent hole. The moving iron core is axially movably disposed within the valve cavity. The sealing plug is disposed at one end of the moving iron core facing the second vent hole, and the sealing plug has a hollow portion. The lifting spring is at least partially located within the valve cavity and connected to the side of the sealing plug away from the moving iron core. The vehicle chassis support air suspension solenoid valve has a closed valve mode, in which the sealing plug closes the second vent hole, and the hollow portion of the sealing plug is compressed under the push of the lifting spring. The vehicle chassis support air suspension solenoid valve also has an open valve mode, in which the sealing plug opens the second vent hole, and the hollow portion of the sealing plug is compressed under the push of the lifting spring.

[0008] The vehicle chassis support air suspension solenoid valve according to an embodiment of the present invention, through a cooperative structure of a sealing plug with a hollow portion and a lifting spring, utilizes the controllable elastic compression and expansion deformation of the hollow portion under the action of the lifting spring to replace the buffering function achieved by traditional multi-stage complex parts. This application, while achieving a two-stage stroke opening function, effectively reduces airflow noise and mechanical wear, while also reducing the number of parts, simplifying the assembly process, and lowering assembly costs.

[0009] In some technical solutions, the hollow portion includes at least one through hole.

[0010] Optionally, the sealing plug has a sealing outer peripheral surface and a first end face, the sealing outer peripheral surface is in contact with the inner peripheral surface of the valve cavity, and the first end face is connected to the end of the sealing outer peripheral surface facing the second vent hole; In the valve-off mode, the first vent and the second vent are located on both sides of the first end face; In the valve-opening mode, the second vent and at least a portion of the first vent are located on the same side of the first end face.

[0011] Optionally, the end face of the moving iron core facing the second vent hole is provided with a groove, the groove including a narrow section and a wide section, the wide section being located on the side of the narrow section away from the second vent hole; the sealing plug further includes: an inner sealing plate, an outer sealing plate, and a sealing neck section between the two, the inner sealing plate being located within the wide section, the outer sealing plate being located on the side of the moving iron core facing the second vent hole, the sealing neck section connecting the inner sealing plate and the outer sealing plate, and being located within the narrow section; the hollow portion is provided on the outer sealing plate.

[0012] Furthermore, the hollow portion includes a plurality of through holes that are spaced apart circumferentially on the sealing outer sheet.

[0013] According to some embodiments, the vehicle chassis support air suspension solenoid valve further includes a stationary iron core, which is disposed on the valve body, and the stationary iron core and the second vent hole are located at both ends of the valve body; the valve body includes: a sleeve, a valve seat, and a valve seat core, the stationary iron core is disposed at one end of the sleeve; the valve seat is connected to the other end of the sleeve; the valve seat core is provided with the second vent hole, and the outer periphery of the valve seat core is provided with an outer core tube connected to the valve seat, and the outer core tube is provided with the first vent hole.

[0014] Optionally, the valve seat core is a single piece, and the valve seat core and the valve seat are fixedly connected by injection molding.

[0015] Alternatively, the valve seat core may also be provided with a core boss protruding toward the sealing plug, and the second vent hole is provided on the core boss; the lifting spring is sleeved on the outside of the core boss and rests against the sealing plug.

[0016] In some alternative technical solutions, the outer diameter of the lifting spring is smaller than the diameter of the sealing plug.

[0017] A vehicle according to a second aspect of the present invention includes a vehicle chassis support air suspension solenoid valve as described in a first aspect of the present invention.

[0018] In the vehicle of this embodiment, by adopting an optimized vehicle chassis support air suspension solenoid valve, the structure of vehicle components is simplified, the number of parts is reduced, production and assembly costs are lowered, and assembly efficiency is improved.

[0019] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0020] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a state diagram of the vehicle chassis support air suspension solenoid valve in the valve-off mode in the embodiments of this application; Figure 2 This is a state diagram of the vehicle chassis support air suspension solenoid valve in the open mode and at time T0 in the embodiments of this application; Figure 3 This is a state diagram of the vehicle chassis support air suspension solenoid valve in the open mode and at time T1 in the embodiments of this application; Figure 4This is a state diagram of the vehicle chassis support air suspension solenoid valve in the open mode and at time T2 in the embodiments of this application; Figure 5 This is a state diagram of the vehicle chassis support air suspension solenoid valve in the open mode at time T3 in the embodiment of this application.

[0021] Figure label: Automotive chassis support air suspension solenoid valve 100 Valve body 10, valve chamber V1, First vent 11, second vent 12 Valve seat core 13, outer tube 131, core boss 132 Valve seat 14 Sleeve 15 21. Stationary iron core; 22. Moving iron core; 23. Drive coil; 24. Groove; 243. Narrow section; 244. Wide section; 26. Assembly slot. Sealing plug 30, inner sealing piece 31, outer sealing piece 32, sealing neck 33, hollow part 34. Lifting spring 51, return spring 52. Detailed Implementation

[0022] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0023] In the description of this invention, it should be understood that the terms "center," "upper," "lower," "top," "bottom," "inner," "outer," "axial," and "radial," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, features defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0024] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0025] The following disclosure provides numerous different embodiments or examples for implementing various structures of the invention. To simplify the disclosure, specific examples of components and arrangements are described below. These are merely examples and are not intended to limit the invention. Furthermore, reference numerals and / or letters may be repeated in different examples. Such repetition is for simplification and clarity and does not in itself indicate a relationship between the various embodiments and / or arrangements discussed. Additionally, examples of various specific processes and materials are provided in this invention; however, those skilled in the art will recognize the applicability of other processes and / or the use of other materials.

[0026] The following is for reference. Figures 1-5 A vehicle chassis support air suspension solenoid valve 100 is described according to an embodiment of the first aspect of the present invention.

[0027] It should be noted that in the vehicle structure to which this invention applies, the vehicle includes a control system and an air suspension system, wherein the air suspension system includes a chassis, an air compressor, an air spring and a solenoid valve, the solenoid valve is connected between the air compressor and the air spring, and the end of the air spring away from the solenoid valve abuts against the chassis.

[0028] When the vehicle enters a bumpy road, the control system triggers the solenoid valve to open the air intake passage, allowing the high-pressure air generated by the compressor to be quickly injected into the air spring, pushing it to expand and extend, thereby raising the vehicle body, enhancing its passability and avoiding the risk of bottoming out.

[0029] When the vehicle enters high-speed cruising mode or needs to lower its center of gravity to improve handling stability, the controller will also trigger the solenoid valve. At this time, the solenoid valve switches to exhaust mode, guiding the gas inside the air spring to be released through the valve body, causing the air spring to contract and the vehicle body to drop accordingly. Here, the solenoid valve can be the vehicle chassis support air suspension solenoid valve 100 in the first aspect embodiment of this application.

[0030] It is understood that, in other embodiments, the vehicle chassis support air suspension solenoid valve 100 of this application can be applied to other scenarios, and this application does not impose any specific limitations on it.

[0031] In the following description of this application, the application of the vehicle chassis support air suspension solenoid valve 100 in a vehicle is used as an example. Those skilled in the art will readily understand the implementation scheme of the vehicle chassis support air suspension solenoid valve 100 in other scenarios after reading the following description.

[0032] like Figure 1 As shown, the vehicle chassis support air suspension solenoid valve 100 of the first aspect embodiment of this application includes: valve body 10, moving iron core 22, sealing plug 30 and lifting spring 51.

[0033] The valve body 10 contains a valve chamber V1. (Refer to...) Figures 1-5 The valve body 10 is cylindrical, and a valve chamber V1 is opened axially inside it.

[0034] To enable gas flow, the valve body 10 has a first vent hole 11 and a second vent hole 12.

[0035] Here, both the first vent 11 and the second vent 12 are connected to the valve cavity V1 and the outside.

[0036] In some embodiments, gas enters valve chamber V1 through first vent 11 and then exits valve chamber V1 through second vent 12.

[0037] In some optional embodiments, there are at least two first vent holes 11, which are spaced apart circumferentially along the side wall of the valve body 10. By providing multiple first vent holes 11, the cross-sectional area for gas flow is effectively increased, reducing fluid resistance and noise during the intake process. Simultaneously, this multi-point intake and exhaust layout makes the airflow distribution within the valve cavity V1 more uniform, avoiding localized eddies or pressure pulsations caused by unilateral intake, thereby improving the airflow stability of the solenoid valve response.

[0038] Preferably, these first vent holes 11 are at the same height in the axial direction. This arrangement helps to eliminate uneven flow distribution problems that may be caused by differences in gas paths, and further enhances the smoothness of valve core movement.

[0039] The moving iron core 22 is axially movable within the valve cavity V1. (Refer to...) Figures 2-5 The moving iron core 22 can reciprocate along the axial direction within the valve cavity V1.

[0040] The sealing plug 30 is located at the end of the moving iron core 22 facing the second vent 12.

[0041] As the moving iron core 22 moves axially, the sealing plug 30 moves accordingly and moves closer to or further away from the second vent hole 12, thereby blocking or opening the second vent hole 12.

[0042] It is understood that in some other embodiments, the flow medium in the vehicle chassis support air suspension solenoid valve 100 of this application between the first vent 11 and the second vent 12 can be a gas, liquid or other medium with flow characteristics. This application does not impose any particular limitation on this. For ease of explanation, the following embodiments are described with gas as the flow medium used in the vehicle chassis support air suspension solenoid valve 100, and will not be repeated hereafter.

[0043] In some specific embodiments, the flowing medium in the vehicle chassis support air suspension solenoid valve 100 is gas. The gas enters the valve chamber V1 through the first vent 11 and flows outward from the second vent 12. When the moving iron core 22 moves axially close to the second vent 12, the sealing plug 30 is displaced accordingly and tightly abuts against the end face of the second vent 12, thereby cutting off the gas path and preventing the gas from flowing out of the valve chamber V1.

[0044] Conversely, when the moving iron core 22 moves away from the second vent 12, the sealing plug 30 simultaneously disengages from the end face of the second vent 12, thereby opening the gas flow path. At this time, the first vent 11 and the second vent 12 are interconnected through the channel formed by the valve cavity V1, enabling smooth gas flow.

[0045] It is worth noting that during the process of the moving iron core 22 moving closer to the second vent hole 12, the sealing plug 30 will have a hard collision with the end face where the second vent hole 12 is located, resulting in a large noise.

[0046] Therefore, this application optimizes the internal structure of the sealing plug 30 to a certain extent.

[0047] The sealing plug 30 has a hollow portion 34. The hollow portion 34 is configured to allow the sealing plug 30 to undergo axial height changes when compressed.

[0048] Under normal operating conditions, the sealing plug 30 maintains its normal height. When subjected to axial external force, the hollow part 34 undergoes at least partial compressive deformation, causing the height of the sealing plug 30 to decrease.

[0049] Here, in the axial direction, the section of the sealing plug 30 with the hollow portion 34 at least partially overlaps with the diameter of the first vent hole 11.

[0050] When the hollow part 34 is compressed, the effective gas flow cross-sectional area at the first vent 11 increases, allowing the airflow to pass through quickly with low resistance.

[0051] When the hollow part 34 extends, the solid part of the sealing plug 30 refills into the aperture range of the first vent 11, reducing the gas flow path and thus achieving a certain throttling effect.

[0052] Simultaneously, when the moving iron core 22 drives the sealing plug 30 towards the second vent 12 to perform the closing action, the sealing plug 30 first contacts the valve seat end face of the second vent 12 with its front end face. As the moving iron core 22 continues to apply axial thrust, the sealing plug 30 does not undergo rigid hard impact, but instead uses its internal hollow part 34 to generate elastic compression deformation. At this time, the overall axial height of the sealing plug 30 is reduced from the normal height to the compressed height. This process not only absorbs part of the kinetic energy of the moving iron core 22's movement, but also transforms the original hard impact into a soft elastic clamping force, effectively eliminating closing noise.

[0053] The lifting spring 51 is at least partially located within the valve chamber V1 and is connected to the side of the sealing plug 30 away from the moving iron core 22.

[0054] The lifting spring 51 is configured to apply an elastic thrust to the sealing plug 30 axially away from the second vent 12. Under the action of this elastic force, the sealing plug 30 has a tendency to move away from the second vent 12.

[0055] In valve opening mode, the lifting spring 51 lifts the sealing plug 30 after the valve is opened.

[0056] Meanwhile, the lifting spring 51 can alleviate the impact kinetic energy when the sealing plug 30 performs the closing action towards the second vent 12. It works in conjunction with the hollow part 34 to form a dual buffer mechanism, thereby further reducing the mechanical impact sound at the moment of closing, reducing the noise of the solenoid valve 100, and thus improving the vehicle's NVH performance.

[0057] Example, combination Figure 1 The vehicle chassis support air suspension solenoid valve 100 has a valve-closing mode. In the valve-closing mode, the sealing plug 30 closes the second vent 12, and the hollow part 34 of the sealing plug 30 is compressed under the push of the lifting spring 51.

[0058] Combination Figure 2 At time T0, when the solenoid valve 100 of the vehicle chassis support air suspension is in the open mode: the sealing plug 30 blocks the second vent 12, cutting off the gas flow path. The lifting spring 51 compresses the sealing plug 30 upwards, and the hollow part 34 is in a compressed state.

[0059] Combination Figures 3-5 The opening process of the solenoid valve 100 for the vehicle chassis support air suspension has the following multiple moments.

[0060] Reference Figure 3At time T1, when the solenoid valve 100 of the vehicle chassis supporting the air suspension is in the open mode: the moving iron core 22 slowly rises. At this time, the sealing plug 30 is still closing the second vent 12, and the hollow part 34 has begun to unfold. In this stage, the unfolding process of the hollow part 34 absorbs the initial displacement of the moving iron core 22, realizing the flexible elimination and pre-buffering of mechanical gaps, thereby helping to avoid mechanical noise generated by rigid impacts.

[0061] Reference Figure 4 At time T2, when the solenoid valve 100 supporting the air suspension of the vehicle chassis is in the open valve mode: the moving iron core 22 continues to rise. At this time, the sealing plug 3 opens the second vent 12, and the hollow part 34 remains extended. The structure of this embodiment ensures that the sealing plug 30 has a smooth opening speed at the moment of disengagement from the valve seat (time T2), preventing airflow whistling and pressure pulsation caused by the instantaneous explosive release of high-pressure gas, which helps to reduce noise inside the vehicle.

[0062] Reference Figure 5 At time T3, when the solenoid valve 100 of the vehicle chassis support air suspension is in the open valve mode: the moving iron core 22 stops moving, the sealing plug 30 opens the second vent 12, and the hollow part 34 is compressed by the subsequently rising lifting spring 51.

[0063] Compared to some traditional solenoid valves that require complex additional structures to achieve two-stage stroke, the vehicle chassis support air suspension solenoid valve 100 provided in this application embodiment directly sets a hollow part 34 in the sealing plug 30 and cooperates with the lifting spring 51 to achieve the function of lifting the sealing plug 30 after the valve is opened. This structure serves as the idle stroke to achieve the function of the two-stage solenoid valve. The process is simple and easy to implement, without the need to add additional complex components, simplifying the structure, reducing parts, reducing the assembly requirements of components, reducing assembly difficulty, reducing assembly costs, and improving assembly efficiency.

[0064] In some technical solutions, the hollow portion 34 includes at least one through hole. During compression, air can be freely discharged from the through hole, eliminating back pressure resistance and allowing the sealing plug 30 to undergo elastic deformation more sensitively.

[0065] During the recovery process, air can be quickly replenished to avoid negative pressure adsorption.

[0066] Optionally, the sealing plug 30 has a sealing outer peripheral surface and a first end face. The sealing outer peripheral surface contacts and engages with the inner peripheral surface of the valve cavity V1, and the first end face is connected to the end of the sealing outer peripheral surface facing the second vent hole 12. In the valve-closed mode, the first vent hole 11 and the second vent hole 12 are located on opposite sides of the first end face. In the valve-open mode, the second vent hole 12 and at least a portion of the first vent hole 11 are located on the same side of the first end face.

[0067] In the above technical solution, in the valve-off mode, the first end face is used as a physical isolation barrier to separate the first vent 11 and the second vent 12 on both sides of the end face. This reduces the path of direct gas communication.

[0068] In the open valve mode, the displacement and deformation of the sealing plug 30 cause the second vent 12 and at least part of the first vent 11 to be located on the same side of the first end face, so that the gas flow path is connected.

[0069] Furthermore, in valve opening mode one and valve opening mode two, the sealing plug 30 has different elastic deformation amounts, thereby dynamically adjusting the effective flow cross-sectional area at the first vent hole 11, causing the gas flow rate to change.

[0070] In some technical solutions, the end face of the moving iron core 22 facing the second vent 12 is provided with a groove 24, which includes a narrow section 243 and a wide section 244. The wide section 244 is located on the side of the narrow section 243 away from the second vent 12. The sealing plug 30 also includes a sealing inner piece 31, a sealing outer piece 32, and a sealing neck 33 between them. The sealing inner piece 31 is located within the wide section 244, the sealing outer piece 32 is located on the side of the moving iron core 22 facing the second vent 12, and the sealing neck 33 connects the sealing inner piece 31 and the sealing outer piece, and is located within the narrow section 243. A hollow portion 34 is provided on the sealing outer piece 32.

[0071] In the above technical solution, the narrow section 243 and the sealing neck section 33 form a sliding guide pair. This guide structure effectively limits the radial sway of the sealing plug 30 during high-speed reciprocating motion, ensuring that the sealing outer piece 32 always acts perpendicularly to the valve seat 14 along the axial direction, fundamentally eliminating possible sealing failures and improving the reliability of the solenoid valve 100.

[0072] The wide opening 244 provides a space for the inner sealing piece 31. The inner sealing piece 31 can move axially within the wide opening 244, while the narrow opening 243 limits the inner sealing piece 31 to prevent it from falling out.

[0073] Optionally, a rounded chamfer or a tapered transition can be used at the connection between the narrow section 243 and the wide section 244. This helps to eliminate stress concentration at the step, prevents the sealing neck section 33 from fatigue fracture due to repeated bending during high-frequency reciprocating motion, and extends its service life.

[0074] Optionally, a gap exists between the inner wall of the narrow section 243 and the peripheral wall of the sealing neck section 33. This allows for low-friction sliding, effectively preventing misalignment, wear, and jamming of the outer sealing plate 32, and ensuring the accuracy and sensitivity of valve opening and closing.

[0075] Alternatively, a gap may be provided between the wide section 244 and the inner sealing plate 31. This arrangement helps to eliminate the interference of sidewall friction on the axial buffering movement of the inner sealing plate 31, provides sufficient deformation space for the adaptive yielding of the inner sealing plate 31 to absorb impact energy, and effectively accommodates the thermal expansion and creep of the material, avoiding the risk of seizing at high temperatures.

[0076] Optionally, the hollow portion 34 includes a plurality of through holes and is spaced circumferentially on the sealing outer piece 32.

[0077] Here, the circumferentially even distribution ensures that the radial stiffness of the sealing plug 30 is consistent in the circumferential direction. When axial pressure is applied, the sealing plug 30 will symmetrically contract or expand along the axis, avoiding leakage caused by poor fit due to misalignment, and ensuring the reliability of the solenoid valve 100.

[0078] According to some embodiments of the present invention, the vehicle chassis support air suspension solenoid valve 100 further includes a stationary iron core 21, which is disposed on the valve body 10, and the stationary iron core 21 and the second vent hole 12 are located at both ends of the valve body 10. The opposing layout at both ends makes the suspension system more responsive and has higher control precision when fine-tuning the height.

[0079] The valve body 10 includes a sleeve 15, a valve seat 14, and a valve seat core 13. A stationary iron core 21 is located at one end of the sleeve 15. The valve seat 14 is connected to the other end of the sleeve 15. The valve seat core 13 is provided with a second vent hole 12, and an outer tube 131 connecting the valve seat 14 is provided on the outer periphery of the valve seat core 13. The outer tube 131 is provided with a first vent hole 11.

[0080] Here, the valve body 10 is modularly composed of three parts: sleeve 15, valve seat 14, and valve seat core 13. Among them, the sleeve 15 serves as a load-bearing component, with one end fastened to the stationary iron core 21 and the other end connected to the valve seat 14, forming a cylindrical support frame with high rigidity, thereby improving structural stability.

[0081] Meanwhile, the modular construction allows for independent precision machining and testing of each functional component, such as the valve seat sealing surface and valve cavity V1, improving product consistency and assembly yield.

[0082] The outer tube 131 serves as the outer wall of the valve seat core 13 and is directly connected to the valve seat 14.

[0083] A valve chamber V1 extending along the axis is formed inside the outer tube 131. A first vent hole 11 is formed on the side wall of the outer tube 131, which, together with a second vent hole 12 located at the other end of the valve body 10, forms a short and unobstructed airflow channel. This design minimizes the flow channel length, reduces airflow resistance and pressure loss, and further enables the air suspension system to have a faster inflation / deflation response and higher control accuracy.

[0084] Alternatively, the valve seat core 13 is a single piece, and the valve seat core 13 and the valve seat 14 are fixedly connected by injection molding.

[0085] Specifically, the outer core tube 131 and the core boss 132 are integrally formed parts.

[0086] It should be noted that in some traditional designs, the valve seat core and the external connecting pipe adopt a separate structural design, which requires assembly by welding, threaded connection or interference fit. These connection interfaces may have potential leakage points, and leakage points may also occur during long-term use.

[0087] In this embodiment, the valve seat core 13 is optimized into a single piece, so that the flow channel between the first vent 11 and the second vent 12 is completely connected within the solid material without any physical seams. This fundamentally eliminates the possibility of internal leakage of high-pressure gas due to sealing failure at the connection, weld cracks, or loose fit, thereby improving the pressure holding capacity and long-term stability of the air suspension system.

[0088] Furthermore, the valve seat core 13 and the valve seat 14 are fixedly connected by injection molding.

[0089] As is known to those skilled in the art, the injection molding process allows the polymer material of the valve seat 14 to tightly encapsulate and penetrate into the microscopic uneven structure of the valve seat core 13 surface in a molten state, forming a dense bond at the molecular level after cooling. This injection-molded fixed connection forms a natural self-sealing barrier at the interface between the valve seat core 13 and the valve seat 14, thereby eliminating internal leakage paths caused by fitting gaps. This eliminates the need for additional seals to meet the high airtightness requirements of the air suspension system, further enhancing the long-term pressure holding capacity and responsiveness of the air suspension system.

[0090] In some technical solutions, the valve seat core 13 is also provided with a core boss 132 protruding towards the sealing plug 30, and the second vent hole 12 is provided on the core boss 132. The lifting spring 51 is sleeved on the outside of the core boss 132 and presses against the sealing plug 30.

[0091] The core boss 132 has a cylindrical structure and provides support and guidance for the lifting spring 51 sleeved on its outer side. The core boss 132 restricts the inner diameter expansion and lateral displacement of the lifting spring 51, thus restricting the axial linear movement of the lifting spring 51.

[0092] Meanwhile, it prevents the lifting spring 51 from tilting, which could cause radial force on the sealing plug 30. If radial force exists, the sealing plug 30 will deviate to one side during movement, causing single-point friction with the valve body 10 or valve seat 14, or even jamming. The core boss 132 ensures that elastic potential energy is converted into pure axial thrust, reducing motion friction resistance and improving the sensitivity and reliability of the solenoid valve.

[0093] In addition, the boss structure of the core boss 132 can prevent the lifting spring 51 from slipping off the predetermined position during installation, simplifying the final assembly process.

[0094] The second vent 12 is directly formed on the protruding core boss 132, which moves the airflow port forward. On the one hand, this makes the airflow port closer to the second vent 12, shortening the gas flow path and improving the response sensitivity of the solenoid valve 100. On the other hand, the second vent 12 is closer to the sealing surface of the sealing plug 30, reducing pressure loss and further improving the response speed.

[0095] Optionally, the outer diameter of the core boss 132 gradually decreases in the direction toward the sealing plug 30. This arrangement allows for the elimination of material in non-critical stress areas while still meeting strength and guiding requirements, reducing material costs and contributing to weight reduction.

[0096] In this embodiment, the lifting spring 51 is movably connected in the solenoid valve 100. In order to avoid misalignment between the lifting spring 51 and the sealing plug 30 and to ensure smooth valve operation, in some further optional embodiments, the outer diameter of the lifting spring 51 is smaller than the diameter of the sealing plug 30.

[0097] Even if the lifting spring 51 is slightly misaligned, it can still effectively abut against the sealing surface of the sealing plug 30, thereby providing a uniform driving force.

[0098] In addition, the outer diameter of the lifting spring 51 is smaller than the diameter of the sealing plug 30. The resulting radial clearance can effectively compensate for assembly tolerances and accommodate radial offset caused by vibration, thereby ensuring that the end of the lifting spring 51 can always maintain stable axial contact with the sealing surface of the sealing plug 30, and improving the reliability of the vehicle chassis support air suspension solenoid valve 100.

[0099] In some optional technical solutions, such as Figures 1-5 As shown, the vehicle chassis support air suspension solenoid valve 100 also includes a return spring 52 connected between the moving iron core 22 and the stationary iron core 21.

[0100] The return spring 52 is used to provide driving force to the moving iron core 22 so that the moving iron core 22 tends to move away from the stationary iron core 21, avoiding strong hard contact between the moving iron core 22 and the stationary iron core 21.

[0101] Alternatively, the moving iron core 22 and the stationary iron core 21 are respectively provided with mounting grooves 26 on the side facing each other, and the two ends of the return spring 52 are located in the two mounting grooves 26.

[0102] Two mounting slots 26 are axially opposite each other. The return spring 52 is installed and confined within these two mounting slots 26. The mounting slots 26 effectively limit the radial direction and guide the two ends of the return spring 52, ensuring that the return spring 52 maintains a high degree of coaxiality with the moving iron core 22 and the stationary iron core 21, and avoiding jamming caused by the misalignment of the return spring 52. Under high-frequency vibration conditions in vehicles, this effectively prevents the return spring 52 from radially slipping or jumping out, improving the reliability and durability of the internal mechanical structure of the solenoid valve.

[0103] In some technical solutions, the vehicle chassis support air suspension solenoid valve 100 further includes a drive coil 23. The drive coil 23 is wound around the outer periphery of the sleeve 15 and is opposite to the stationary iron core 21, so that an electromagnet is formed by the drive coil 23 and the stationary iron core 21. The electromagnet generates a magnetic force on the moving iron core 22, thereby driving the moving iron core 22 to move.

[0104] A vehicle according to a second aspect of the present invention includes a vehicle chassis support air suspension solenoid valve 100 according to a first aspect of the present application.

[0105] It is worth noting that the specific type of vehicle referred to in this application is not limited. For example, a vehicle can be a gasoline vehicle, a gas vehicle, or a new energy vehicle. New energy vehicles can be pure electric vehicles, hybrid electric vehicles, fuel cell electric vehicles, range-extended electric vehicles, solar electric vehicles, gas fuel vehicles (such as hydrogen engine vehicles), or biofuel vehicles (such as vehicles powered by ethanol, biodiesel, etc.).

[0106] In the vehicle of this invention embodiment, by adopting an optimized vehicle chassis support air suspension solenoid valve 100, the structure of vehicle parts is simplified, the number of parts is reduced, production and assembly costs are lowered, and assembly efficiency is improved.

[0107] The following is for reference. Figure 1 - Figure 5 The vehicle chassis support air suspension solenoid valve 100 according to an embodiment of the present invention is described in detail with reference to specific embodiments. It is to be understood that the following description is merely illustrative and not intended to limit the invention in any specific way.

[0108] Reference Figure 1 The vehicle chassis support air suspension solenoid valve 100 includes: valve body 10, stationary iron core 21, moving iron core 22, sealing plug 30, lifting spring 51 and return spring 52.

[0109] The valve body 10 includes: valve seat core 13, valve seat 14, and sleeve 15.

[0110] One end of the sleeve 15 is connected to the stationary iron core 21. The valve seat 14 is connected to the other end of the sleeve 15.

[0111] The valve seat core 13 includes: an outer tube 131 and a core boss 132.

[0112] The valve seat core 13 is a single piece, that is, the outer tube 131 and the core boss 132 are a single piece.

[0113] The core boss 132 is provided with a protruding second vent hole 12.

[0114] The valve seat core 13 is provided with a second vent hole 12, and the outer periphery of the valve seat core 13 is provided with an outer tube 131 that connects to the valve seat 14. The outer tube 131 is provided with a first vent hole 11.

[0115] A valve cavity V1 is formed inside the outer tube 131, and the valve cavity V1 is connected to the first vent hole 11 and the second vent hole 12 respectively.

[0116] The stationary iron core 21 is mounted on the valve body 10, and the stationary iron core 21 and the second vent hole 12 are located at both ends of the valve body 10.

[0117] The moving iron core 22 is movably disposed in the valve cavity V1 along the axial direction, and the end face of the moving iron core 22 facing the second vent hole 12 is provided with a groove 24.

[0118] The groove 24 includes a narrow section 243 and a wide section 244. The wide section 244 is located on the side of the narrow section 243 away from the second vent 12.

[0119] The sealing plug 30 also includes an inner sealing piece 31, an outer sealing piece 32, and a sealing neck section 33 between them. The sealing plug 30 has a hollow portion 34, which includes at least one through hole. Here, the core boss 132 protrudes towards the side of the sealing plug 30. The lifting spring 51 is sleeved on the outside of the core boss 132 and abuts against the side of the sealing plug 30 away from the moving iron core 22.

[0120] The inner sealing plate 31 is located within the wide opening section 244, the outer sealing plate 32 is located on the side of the moving iron core 22 facing the second vent 12, and the sealing neck section 33 is connected between the inner sealing plate 31 and the outer sealing section and is located within the narrow opening section 243.

[0121] Hollow portion 34 is provided on sealing outer piece 32. Here, hollow portion 34 includes a plurality of through holes and is distributed circumferentially on sealing outer piece 32.

[0122] The moving iron core 22 and the stationary iron core 21 are respectively provided with mounting grooves 26 on the side facing each other, and the two ends of the return spring 52 are located in the two mounting grooves 26.

[0123] Other components of the vehicle chassis support air suspension solenoid valve 100 according to embodiments of the present invention, such as the sleeve 15, and its operation are known to those skilled in the art and will not be described in detail here.

[0124] In the description of this specification, references to terms such as "embodiment," "example," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0125] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A solenoid valve for an air suspension support in a vehicle chassis, characterized in that, include: The valve body (10) has a valve cavity (V1) inside and a first vent (11) and a second vent (12). A movable iron core (22) is axially movable within the valve cavity (V1); A sealing plug (30) is provided at one end of the moving iron core (22) facing the second vent (12), and the sealing plug (30) has a hollow part (34). A lifting spring (51) is located at least partially within the valve chamber (V1) and connected to the sealing plug (30) on the side away from the moving iron core (22). The vehicle chassis support air suspension solenoid valve (100) has a valve-closing mode, in which the sealing plug (30) closes the second vent (12), and the hollow part (34) of the sealing plug (30) is compressed under the push of the lifting spring (51). The vehicle chassis support air suspension solenoid valve (100) has an open valve mode, in which the sealing plug (30) opens the second vent (12), and the hollow part (34) of the sealing plug (30) is compressed under the push of the lifting spring (51).

2. The vehicle chassis support air suspension solenoid valve according to claim 1, characterized in that, The hollow portion (34) includes at least one through hole.

3. The vehicle chassis support air suspension solenoid valve according to claim 1, characterized in that, The sealing plug (30) has a sealing outer peripheral surface and a first end face. The sealing outer peripheral surface is in contact with the inner peripheral surface of the valve cavity (V1). The first end face is connected to the end of the sealing outer peripheral surface facing the second vent (12). In the valve-off mode, the first vent (11) and the second vent (12) are located on both sides of the first end face; In the valve-opening mode, the second vent (12) and at least part of the first vent (11) are located on the same side of the first end face.

4. The vehicle chassis support air suspension solenoid valve according to claim 1, characterized in that, The end face of the moving iron core (22) facing the second vent (12) is provided with a groove (24), the groove (24) comprising: Narrow section (243); The wide opening section (244) is located on the side of the narrow opening section (243) away from the second vent (12); The sealing plug (30) further includes: an inner sealing piece (31), an outer sealing piece (32), and a sealing neck section (33) between them. The inner sealing piece (31) is located inside the wide opening section (244), the outer sealing piece (32) is located on the side of the moving iron core (22) facing the second vent (12), and the sealing neck section (33) connects the inner sealing piece (31) and the outer sealing piece and is located inside the narrow opening section (243). The hollow part (34) is provided on the sealing outer piece (32).

5. The vehicle chassis support air suspension solenoid valve according to claim 4, characterized in that, The hollow portion (34) includes a plurality of through holes and is distributed circumferentially on the sealing outer sheet (32).

6. The vehicle chassis support air suspension solenoid valve according to claim 1, characterized in that, Also includes: A stationary iron core (21) is provided on the valve body (10), and the stationary iron core (21) and the second vent hole (12) are located at both ends of the valve body (10); The valve body (10) includes: The sleeve (15) has the stationary iron core (21) located at one end of the sleeve (15); Valve seat (14), the valve seat (14) is connected to the other end of the sleeve (15); The valve seat core (13) is provided with a second vent hole (12), and the outer periphery of the valve seat core (13) is provided with an outer tube (131) connecting the valve seat (14), and the outer tube (131) is provided with a first vent hole (11).

7. The vehicle chassis support air suspension solenoid valve according to claim 6, characterized in that, The valve seat core (13) is an integral part, and the valve seat core (13) and the valve seat (14) are fixedly connected by injection molding.

8. The vehicle chassis support air suspension solenoid valve according to claim 7, characterized in that, The valve seat core (13) is also provided with a core boss (132) protruding toward the sealing plug (30), and the second vent hole (12) is provided on the core boss (132); The lifting spring (51) is sleeved on the outside of the core boss (132) and rests on the sealing plug (30).

9. The vehicle chassis support air suspension solenoid valve according to claim 8, characterized in that, The outer diameter of the lifting spring (51) is smaller than the diameter of the sealing plug (30).

10. A vehicle comprising a chassis support air suspension solenoid valve (100) according to any one of claims 1-9.

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