Exhaust electromagnetic valve for automobile chassis air suspension system

Abstract

The utility model discloses an exhaust electromagnetic valve for an air suspension system of an automobile chassis, and belongs to the technical field of electromagnetic valves. Comprising a shell, a sealing cavity is formed in the shell, and a lower valve seat is arranged at one end of the shell; a fixed iron core is arranged in the sealing cavity, a valve cavity is formed in the fixed iron core, the periphery of the fixed iron core is sleeved with a guide sleeve, the periphery of the guide sleeve is sleeved with a coil component, an air leakage gap is reserved between the coil component and the guide sleeve, a first air leakage channel is formed in the valve cavity and the guide sleeve, and a second air leakage channel is formed in the shell and the lower valve seat; an upper valve seat is arranged in the valve cavity, a first air guide channel is arranged on the upper valve seat, and an air inlet channel and an air exhaust channel are arranged on the lower valve seat; a valve port on-off assembly is connected into the valve cavity. According to the exhaust electromagnetic valve for the automobile chassis air suspension system, on-off of a product under the normal condition can be guaranteed, quick response can be achieved when the air pressure is too large and exceeds the set value of the system, and the air pressure is released timely and effectively to protect the system.

Description

Technical Field

[0001] The utility model belongs to the technical field of solenoid valves, and particularly relates to an exhaust solenoid valve for an air suspension system of an automobile chassis. Background Art

[0002] An automotive air suspension uses the compression and release of gas to adjust the vehicle body height and suspension stiffness, providing higher ride comfort and suspension performance. Compared with traditional leaf spring and shock absorber suspension systems, the air suspension has a greater adjustment range and flexibility; while the solenoid valve, as a commonly used basic automation component in the air suspension system, can accurately adjust the gas pressure in the air suspension air chamber by controlling the on-off and flow rate of the air flow, thereby changing the suspension stiffness and height.

[0003] However, the existing exhaust solenoid valves used in automotive air suspension systems have a single function in actual use. For example, when the air pump of the suspension system causes the air pressure to be too high for some reason, it cannot release the pressure in the suspension system in a timely and effective manner, resulting in system failures, and a separate safety relief valve needs to be installed to complete the pressure relief function alone. Summary of the Utility Model

[0004] The purpose of the utility model is to overcome the deficiencies in the prior art and provide an exhaust solenoid valve for an air suspension system of an automobile chassis, which can, in addition to ensuring the normal exhaust function of the system, add an active pressure relief function when the system air pressure is too high, and release the system air pressure in a timely and effective manner.

[0005] To achieve the above purpose, the technical solution adopted by the utility model is: an exhaust solenoid valve for an air suspension system of an automobile chassis, including a housing, a sealing cavity is arranged inside the housing, and a lower valve seat capable of blocking the opening of the sealing cavity is arranged at one end of the housing;

[0006] Wherein, a fixed iron core is arranged inside the sealing cavity, a valve cavity is arranged inside the fixed iron core, a guide sleeve connected to the housing is sleeved on the outer periphery of the fixed iron core, a coil component fitting with the inner wall of the sealing cavity is sleeved on the outer periphery of the guide sleeve, and a gas leakage gap is reserved between the coil component and the guide sleeve. A first gas leakage channel communicating with the gas leakage gap is arranged at the bottom of the valve cavity and on the guide sleeve, and a second gas leakage channel communicating with the gas leakage gap is arranged on the housing and the lower valve seat;

[0007] An upper valve seat with one end embedded in the first gas leakage channel is arranged inside the valve cavity. A first air guiding channel capable of communicating the valve cavity with the first gas leakage channel is arranged on the upper valve seat, and an air inlet channel and an exhaust channel respectively communicating with the valve cavity are arranged on the lower valve seat;

[0008] A valve port on-off assembly capable of being driven by the coil component to block the port of the first air guide channel is slidably connected in the valve cavity, and a support spring capable of driving the valve port on-off assembly to block the port of the air inlet channel is arranged in the valve cavity.

[0009] Optionally, the valve port on-off assembly includes a moving iron core slidably connected in the guide sleeve, a valve rod embedded in the middle of the moving iron core, and a bushing slidably sleeved on the outer periphery of the valve rod and embedded on the lower valve seat. Second air guide channels for communicating the air inlet channel and the valve cavity are arranged on both the moving iron core and the bushing.

[0010] Optionally, sealing gaskets are respectively embedded at both ends of the valve rod.

[0011] Optionally, annular convex portions with diameters smaller than the diameter of the sealing gasket are arranged at the port of the first air guide channel facing the valve port on-off assembly and the port of the air inlet channel facing the valve port on-off assembly.

[0012] Optionally, flanging portions buckled on the sealing gaskets are respectively arranged at both ends of the valve rod.

[0013] Optionally, the moving iron core, the fixed iron core, the guide sleeve, the valve rod, the upper valve seat, the lower valve seat, and the sealing gasket are coaxially arranged.

[0014] Optionally, the air inlet channel includes a longitudinal channel coaxially arranged with the valve rod and a transverse channel perpendicular to the longitudinal channel, and a sealing steel ball is arranged in the longitudinal channel.

[0015] Optionally, an O-ring seal misaligned with the transverse channel is sleeved on the outer periphery of the lower valve seat.

[0016] Compared with the prior art, the beneficial effects achieved by the present utility model are as follows: When the coil component is powered on, the valve port on-off assembly can be quickly driven to open the main valve port to complete gas conduction; at the same time, in the case of power failure, when the gas pressure is too high, that is, the force acting on one end of the valve port on-off assembly by the air pressure is greater than the force acting on the other end of the valve port on-off assembly by the support spring, the valve port on-off assembly will move towards the upper valve seat, thereby connecting the air inlet channel, the valve cavity, the first air guide channel, the first air release channel, the air release gap, and the second air release channel to release gas pressure and prevent... The exhaust solenoid valve for the automotive chassis air suspension system in this technical solution has a fast response speed and high safety performance. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The present utility model will be further described below with reference to the drawings and embodiments.

[0018] Figure 1It is a top view structural schematic diagram of an exhaust solenoid valve for an automotive chassis air suspension system in a preferred embodiment of the present utility model;

[0019] Figure 2 is in a preferred embodiment of the present utility model Figure 1 A sectional view structural schematic diagram at A - A;

[0020] Figure 3 is in a preferred embodiment of the present utility model Figure 2 A partial enlarged view structural schematic diagram at B;

[0021] Wherein, 1. housing; 101. second air release channel; 2. fixed iron core; 201. first air release channel; 3. guide sleeve; 4. coil component; 5. lower valve seat; 501. intake channel; 5011. longitudinal channel; 5012. transverse channel; 502. exhaust channel; 6. air release gap; 7. upper valve seat; 701. first air guide channel; 8. support spring; 9. moving iron core; 10. valve stem; 11. bushing; 12. second air guide channel; 13. gasket; 14. annular convex portion; 15. flanging portion; 16. sealing steel ball; 17. O - ring seal. Detailed implementation manners

[0022] Now, the present utility model will be further described in detail with reference to the accompanying drawings and embodiments. These drawings are all simplified schematic diagrams, only illustrating the basic structure of the present utility model in a schematic manner, so they only show the components related to the present utility model.

[0023] It should be noted that if there are directional indications (such as up, down, bottom, top, etc.) involved in this embodiment, then such directional indications are only used to explain the relative positional relationship and movement conditions between components in a specific posture. If this specific posture changes, then such directional indications will also change accordingly. The terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include one or more of such features. Unless otherwise clearly specified and defined, the terms "set", "connected", and "connected to" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be directly connected, or indirectly connected through an intermediate medium, and it can be the internal communication of two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood according to specific circumstances.

[0024] Such as Figures 1 - 3As shown in the figure, an exhaust solenoid valve for an automotive chassis air suspension system includes a housing 1. A sealing cavity is provided inside the housing 1, and a lower valve seat 5 capable of blocking the opening of the sealing cavity is provided at one end of the housing 1. Among them, a fixed iron core 2 is provided inside the sealing cavity, a valve cavity is provided inside the fixed iron core 2, a guide sleeve 3 connected to the housing 1 is sleeved on the outer periphery of the fixed iron core 2, a coil component 4 fitting the inner wall of the sealing cavity is sleeved on the outer periphery of the guide sleeve 3, and a gas leakage gap 6 is reserved between the coil component 4 and the guide sleeve 3. A first gas leakage channel 201 communicating with the gas leakage gap 6 is provided at the bottom of the valve cavity and on the guide sleeve 3, and a second gas leakage channel 101 communicating with the gas leakage gap 6 is provided on the housing 1 and the lower valve seat 5. An upper valve seat 7 with one end embedded in the first gas leakage channel 201 is provided inside the valve cavity. A first gas guiding channel 701 capable of communicating the valve cavity with the first gas leakage channel 201 is provided on the upper valve seat 7. An air inlet channel 501 and an exhaust channel 502 respectively communicating with the valve cavity are provided on the lower valve seat 5. A valve port on-off component slidably connected inside the valve cavity and capable of being driven by the coil component 4 to block the port of the first gas guiding channel 701 is provided, and a support spring 8 capable of driving the valve port on-off component to block the port of the air inlet channel 501 is provided inside the valve cavity.

[0025] Specifically, a main valve port is formed between the valve port on-off component and the port of the air inlet channel 501, and a pressure relief valve port is formed between the valve port on-off component and the port of the first gas guiding channel 701. A first group of gas channels can be formed among the air inlet channel 501, the main valve port, and the exhaust channel 502. A second group of gas channels can be formed among the air inlet channel 501, the main valve port, the valve cavity, the first gas guiding channel 701, the first gas leakage channel 201, the gas leakage gap 6, and the second gas leakage channel 101. When the coil component 4 is powered off, the support spring 8 elastically supported between the fixed iron core 2 and the valve port on-off component can drive the valve port on-off component to move towards the lower valve seat 5 and abut against the air inlet channel 501 to block the main valve port. At this time, if the air pressure at the air inlet channel 501 is too high, that is, the force of the air pressure acting on one end of the valve port on-off component is greater than the force of the support spring 8 acting on the other end of the valve port on-off component, the valve port on-off component will move towards the upper valve seat 7, causing the main valve port to open, thereby prompting both the first group of channels and the second group of gas channels to open, and the solenoid valve to relieve pressure. When the coil component 4 is powered on, the acting force exerted by the coil component 4 on the valve port on-off component can drive the valve port on-off component to move towards the upper valve seat 7 to block the pressure relief valve port after offsetting the elastic force of the support spring 8. At this time, the gas entering from the air inlet channel 501 can be directly discharged from the exhaust channel 502, and the solenoid valve conducts gas normally.

[0026] In the exhaust solenoid valve for the automotive chassis air suspension system in this technical solution, when the coil component 4 is powered on, it can quickly drive the valve port on-off component to open the main valve port to complete gas conduction. At the same time, it can also actively open the main valve port and the pressure relief valve port to relieve pressure through gas pressure in the case of power failure, with a fast response speed and strong safety.

[0027] As described above, the fixed iron core 2 and the guide sleeve 3 can be connected together by ring riveting. The guide sleeve 3 and the housing can also be fixed by ring riveting and sealed with a sealing ring to prevent gas leakage from other positions on the housing. At the same time, the number of the second air release channels 101 is at least two and they are circumferentially distributed on the housing 1 and the lower valve seat 5.

[0028] Further, as Figure 2 shown, the valve port opening and closing assembly includes a moving iron core 9 slidably connected in the guide sleeve 3, a valve rod 10 embedded in the middle of the moving iron core 9, and a bushing 11 slidably sleeved on the outer periphery of the valve rod 10 and embedded in the lower valve seat 5. Second air guiding channels 12 for communicating the air inlet channel 501 and the valve cavity are provided on both the moving iron core 9 and the bushing 11 to ensure that the second group of gas channels formed among the air inlet channel 501, the main valve port, the valve cavity, the first air guiding channel 701, the first air release channel 201, the air release gap 6, and the second air release channel 101 can be unobstructed. When the coil component 4 is energized, the moving iron core 9 and the valve rod 10 can move synchronously towards the upper valve seat 7, the bushing 11 and the lower valve seat 5 remain relatively stationary, and the bushing 11 slidably sleeved on the valve rod 10 can improve the displacement accuracy of the valve rod 10 to ensure that the valve rod 10 can accurately block the first air guiding channel 701 and the air inlet channel 501.

[0029] As described above, as Figure 2 , Figure 3 shown, sealing gaskets 13 are respectively embedded at both ends of the valve rod 10 to improve the airtightness of the valve rod 10 blocking the ports of the first air guiding channel 701 and the air inlet channel 501. At the same time, in order to enable the sealing gaskets 13 to fully abut against the ports of the first air guiding channel 701 and the air inlet channel 501, annular protrusions 14 with diameters smaller than the diameter of the sealing gaskets 13 are provided at the ports of the first air guiding channel 701 facing the valve port opening and closing assembly and at the ports of the air inlet channel 501 facing the valve port opening and closing assembly. And in order to prevent the sealing gaskets 13 from being affected by excessive deformation and affecting their effect of blocking the first air guiding channel and the ports of the air inlet channel 501, flanging parts 15 buckled on the sealing gaskets 13 are respectively provided at both ends of the valve rod 10, so that when the sealing gaskets 13 abut against the annular protrusions 14, the deformation amount of the sealing gaskets 13 can be maintained within a certain range, effectively ensuring their sealing performance.

[0030] In this embodiment, the moving iron core 9, the fixed iron core 2, the guide sleeve 3, the valve rod 10, the upper valve seat 7, the lower valve seat 5, and the sealing gaskets 13 are coaxially arranged for convenient assembly.

[0031] Further, as Figure 2As shown in the figure, the intake passage 501 includes a longitudinal passage 5011 coaxially arranged with the valve stem 10 and a transverse passage 5012 perpendicular to the longitudinal passage 5011. A sealing steel ball 16 is arranged in the longitudinal passage 5011 to prevent gas from flowing directly downward without passing through the main valve port.

[0032] Further, as Figure 2 shown in the figure, an O-ring seal 17 is sleeved on the outer periphery of the lower valve seat 5 and is misaligned with the transverse passage 5012, so as to improve its sealing performance when the exhaust solenoid valve for the automotive chassis air suspension system is installed.

[0033] In this technical solution, the lower valve seat 5 can adopt a split design, that is, the lower valve seat 5 includes a valve body connected to the housing 1. A through hole is provided at the axis of the valve body, and a valve seat is embedded in the through hole. The O-ring seal 17 is sleeved on the outer periphery of the valve body, and the bushing 11 is embedded in the through hole. The intake passage 501 and the longitudinal passage 5011 are provided on the valve seat, and the transverse passage 5012 is provided on the valve seat and the valve body, so as to reduce the processing difficulty of the lower valve body and lower the production cost.

[0034] Working principle: When the coil component 4 is powered off, the support spring 8 elastically supported between the fixed iron core 2 and the valve port on-off component can drive the valve stem 10 to move towards the lower valve seat 5, so that the sealing pad 13 at one end thereof abuts against the annular convex portion 14 at the end of the intake passage 501, thereby blocking the main valve port; when the air pressure at the intake passage 501 is too high, that is, when the force acting on one end of the valve port on-off component by the air pressure is greater than the force acting on the other end of the valve port on-off component by the support spring 8, the valve stem 10 will move towards the upper valve seat 7. At this time, the main valve port is opened, and both the first group of channels and the second group of gas channels are opened, and the solenoid valve relieves pressure; when the coil component 4 is powered on, the force applied by the coil component 4 on the moving iron core 9 can drive the valve stem 10 to move towards the upper valve seat 7 after offsetting the elastic force of the support spring 8 to block the pressure relief valve port. At this time, the gas entering from the intake passage 501 can directly be discharged from the exhaust passage 502, and the solenoid valve conducts gas normally.

[0035] Based on the ideal embodiments of the present invention as the inspiration, through the above description, relevant personnel can completely make various changes and modifications within the scope not deviating from the technical idea of this invention. The technical scope of this invention is not limited to the content in the specification, and the technical scope must be determined according to the scope of the claims.

Claims

1. An exhaust solenoid valve for an automobile chassis air suspension system, characterized in that: It comprises a housing (1), a sealing cavity being arranged in the housing (1), and a lower valve seat (5) capable of sealing an opening of the sealing cavity being arranged at one end of the housing (1); A fixed iron core (2) is arranged in the sealed cavity, a valve cavity is arranged in the fixed iron core (2), a guide sleeve (3) connected to the shell (1) is sleeved on the outer periphery of the fixed iron core (2), a coil component (4) in contact with the inner wall of the sealed cavity is sleeved on the outer periphery of the guide sleeve (3), and an air leakage gap (6) is reserved between the coil component (4) and the guide sleeve (3), a first air leakage channel (201) communicating with the air leakage gap (6) is arranged on the bottom of the valve cavity and the guide sleeve (3), and a second air leakage channel (101) communicating with the air leakage gap (6) is arranged on the shell (1) and the lower valve seat (5); An upper valve seat (7) having one end embedded in the first air leakage channel (201) is provided in the valve cavity, a first air guide channel (701) capable of connecting the valve cavity and the first air leakage channel (201) is provided on the upper valve seat (7), and an air intake channel (501) and an air exhaust channel (502) respectively connected to the valve cavity are provided on the lower valve seat (5); A valve opening / closing component is slidably connected in the valve cavity and can be driven by the coil component (4) to seal at the port of the first air guide channel (701), and a supporting spring (8) is provided in the valve cavity and can drive the valve opening / closing component to seal at the port of the air inlet channel (501).

2. The exhaust solenoid valve for an automobile chassis air suspension system according to claim 1, characterized in that: The valve opening and closing assembly comprises a moving iron core (9) slidably connected to the guide sleeve (3), a valve stem (10) embedded in the middle of the moving iron core (9), and a bushing (11) slidably sleeved on the outer periphery of the valve stem (10) and embedded in the lower valve seat (5), and the moving iron core (9) and the bushing (11) are both provided with a second air guide channel (12) for connecting the air inlet channel (501) and the valve cavity.

3. The exhaust solenoid valve for the automobile chassis air suspension system according to claim 2, characterized in that: Sealing pads (13) are respectively embedded at both ends of the valve stem (10).

4. The exhaust solenoid valve for an automobile chassis air suspension system according to claim 3, characterized in that: An annular convex portion (14) having a diameter smaller than that of the sealing gasket (13) is provided at the port of the first air guide channel (701) facing the valve port on-off assembly and at the port of the air inlet channel (501) facing the valve port on-off assembly.

5. The exhaust solenoid valve for an automobile chassis air suspension system according to claim 3, characterized in that: Both ends of the valve stem (10) are respectively provided with folded edge portions (15) which are inverted on the sealing gasket (13).

6. The exhaust solenoid valve for an automobile chassis air suspension system according to claim 3, characterized in that: The moving iron core (9), the fixed iron core (2), the guide sleeve (3), the valve stem (10), the upper valve seat (7), the lower valve seat (5), and the sealing gasket (13) are coaxially arranged.

7. The exhaust solenoid valve for an automobile chassis air suspension system according to claim 2, characterized in that: The air inlet channel (501) comprises a longitudinal channel (5011) coaxially arranged with the valve stem (10), and a transverse channel (5012) perpendicular to the longitudinal channel (5011), and a sealing steel ball (16) is arranged in the longitudinal channel (5011).

8. The exhaust solenoid valve for the automobile chassis air suspension system according to claim 7, characterized in that: The outer periphery of the lower valve seat (5) is sleeved with an O-ring (17) that is staggered with respect to the transverse channel (5012).

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