Integrated high-pressure isolating valve for vehicle

Abstract

The utility model provides an integrated vehicle high-pressure isolating valve which comprises a shell, a driving assembly and a valve assembly, the shell is provided with an upper cavity and a lower cavity, and the upper cavity and the lower cavity are communicated through a first opening; the driving assembly is arranged in the upper cavity, the valve assembly is located in the upper cavity and can be driven by the driving assembly to reciprocate so as to open or close the first opening, the valve assembly comprises an armature, a mechanical sealing valve and a sealing framework, and the end, away from the armature, of the mechanical sealing valve is provided with a second opening communicating the second containing cavity with the lower cavity. At least one part of the sealing framework penetrates through the second opening to enter the second containing cavity, the end, away from the armature, of the sealing framework elastically abuts against the first sealing face, and therefore the second opening is sealed. The OVR valve and the OPR valve form a whole, the structure is simple and easy to assemble, under the condition that the circulation sectional area is not changed, the circulation capacity is improved, the pressure drop is reduced, meanwhile, the compression area of the OVR valve is small, and the requirement for electromagnetic force is smaller.

Description

Technical Field

[0001] The utility model relates to the technical field of isolation valves, and in particular, to an integrated vehicle high-pressure isolation valve. Background Art

[0002] With the increasing severity of automobile exhaust pollution, the regulations on vehicle exhaust emissions that have been promulgated have become more and more strict regarding the constraints on vehicle emissions into the atmosphere, but it has also promoted the rapid development of automobile hybrid technologies. At present, hybrid vehicle models including plug-in hybrid electric vehicles (PHEVs) and range-extended electric vehicles (REEVs) have gradually become the most acceptable vehicle models for the general public after several years of technological accumulation.

[0003] Hybrid vehicle models not only have good fuel economy, but also can switch between engine operation and battery operation, and can well solve the anxiety caused by the unstable mileage of pure electric vehicles. However, in hybrid vehicle models, the switching between the oil circuit and the circuit may cause the oil and gas vapor in the fuel tank to be frequently transported to the carbon canister, saturating it and even directly discharging it into the atmosphere. At present, a fuel tank isolation valve is usually used to strictly control the emission of the fuel tank's oil and gas evaporation gas to the carbon canister.

[0004] In the prior art, the interior of the housing of the fuel tank isolation valve is divided into upper and lower gas chambers by an intermediate partition, and a mechanical valve pressure relief channel is designed in the center of the partition; solenoid valve pressure relief channels are evenly distributed around the central channel. At the same time, the solenoid valve pressure relief channels are sealed with rubber seals of the solenoid valves in the upper gas chamber, and the mechanical valve pressure relief is sealed with rubber seals of the mechanical valve in the lower gas chamber. In this way, the pressure relief channels of the two valves work independently of each other, the overall structure is complex, a large space is required, and at the same time, the cross-sectional area of the pressure relief channel is small, and the pressure relief speed under different working conditions cannot be satisfied.

[0005] Therefore, in the prior art, there are technical problems that the existing isolation valve has a complex structure, occupies a large space, has a small cross-sectional area of the pressure relief channel, and cannot meet the pressure relief speed under different working conditions. Summary of the Utility Model

[0006] The main purpose of the present utility model is to provide an integrated vehicle high-pressure isolation valve to solve the technical problems in the related art that the isolation valve has a complex structure, occupies a large space, has a small cross-sectional area of the pressure relief channel, and cannot meet the pressure relief speed under different working conditions.

[0007] To achieve the above object, according to one aspect of the present utility model, there is provided an integrated vehicle high-pressure isolation valve, including:

[0008] A housing having an upper cavity and a lower cavity, and the upper cavity is communicated with the lower cavity through a first opening;

[0009] A driving component, which is arranged in the upper cavity, and a first accommodation cavity is formed on one side of the driving component close to the first opening;

[0010] A valve component, which is located in the upper cavity and can perform linear reciprocating motion under the drive of the driving component to open or close the first opening. The valve component includes an armature, a mechanical seal valve and a seal skeleton. Wherein, at least a part of the armature can be accommodated in the first accommodation cavity and can reciprocate in the first accommodation cavity. One end of the armature away from the driving component is connected to the mechanical seal valve. A second accommodation cavity is formed between the armature and the mechanical seal valve. One end of the mechanical seal valve away from the armature is provided with a first sealing surface for sealing the first opening. The first sealing surface elastically presses against the first opening to seal the first opening. One end of the mechanical seal valve away from the armature has a second opening communicating the second accommodation cavity with the lower cavity. At least a part of the seal skeleton passes through the second opening and enters the second accommodation cavity. One end of the seal skeleton away from the armature elastically abuts against the first sealing surface, thereby sealing the second opening;

[0011] Wherein, the seal skeleton includes a first end, a second end and a connecting section connecting the first end and the second end. The first end can pass through the second opening and enter the second accommodation cavity. The side surface of the second end close to the first end elastically abuts against the first sealing surface. At least one ventilation groove is concavely arranged on the connecting section. A pressure relief channel is formed between the ventilation groove and the second opening.

[0012] Further, the driving component includes a coil protection shell, and a coil skeleton arranged in the coil protection shell, a solenoid valve coil wound on the coil skeleton, a pin connected to the vehicle ECU, a diode respectively connecting the solenoid valve coil and the pin, and a fixed iron core inserted into the solenoid valve coil.

[0013] Further, one end of the armature away from the mechanical seal valve has a through hole communicating with the second accommodation cavity; the driving component is further provided with a guide shaft, and one end of the guide shaft is slidably and sealingly connected to the through hole.

[0014] Further, the guide shaft is detachably connected to the fixed iron core.

[0015] Further, the valve component further includes a first spring. One end of the first spring abuts against the driving component, and the other end of the first spring abuts against the mechanical seal valve, thereby pressing the first sealing surface of the mechanical seal valve against the first opening.

[0016] Further, an annular stepped surface is provided on the outer side of the armature away from the upper cavity, and a snap structure capable of engaging with the annular stepped surface is provided on the mechanical seal valve.

[0017] Further, the valve assembly further includes a limit ring and a second spring. The limit ring is detachably connected to the sealing skeleton. The limit ring is sleeved on the connecting section. One end of the second spring abuts against the limit ring, and the other end of the second spring abuts against the mechanical seal valve, so that the side surface of the second end close to the first end abuts against the second opening.

[0018] Further, there are two ventilation grooves, which are symmetrically arranged on the connecting section at an interval of 180 degrees.

[0019] Further, the limit ring is provided with an extension part extending from the first end to the second end. An installation opening is provided on the side wall of the limit ring. A flat position for installing the limit ring is provided on the connecting section. The flat position can pass through the installation opening so that the limit ring can be sleeved on the connecting section at the flat position.

[0020] Further, a rubber seal is detachably connected to the end of the mechanical seal valve away from the armature, and the rubber seal can abut and seal the first opening.

[0021] Further, the rubber seal is provided with a first sealing part and a second sealing part arranged in a ring shape. The inner diameter of the first sealing part is larger than the inner diameter of the second sealing part. Among them, the first sealing part abuts against the inner wall of the upper cavity to seal the first opening, and the second sealing part abuts against the sealing skeleton to seal the second opening.

[0022] Applying the integrated vehicle high-pressure isolation valve provided by the present invention, a mechanical seal valve is arranged in the upper cavity, and the first opening is sealed by pressing the first sealing surface against the first opening, so as to realize the connection or disconnection between the upper cavity and the lower cavity. By arranging a sealing skeleton in the second accommodation cavity and making one end of the sealing skeleton elastically abut against the first sealing surface, the second opening is sealed; in the present invention, the OVR valve (over-vacuum release valve) and the OPR valve (transition pressure release valve) are combined into a whole, the overall structure is simple and easy to assemble. Under the condition that the flow cross-sectional area remains unchanged, the flow capacity becomes stronger and the pressure drop becomes smaller. At the same time, the pressure-receiving area of the OVR valve is small, the electromagnetic force requirement is smaller, and the product is more compact. Description of the Drawings

[0023] The accompanying drawings forming a part of this application are used to provide a further understanding of the present utility model. The schematic embodiments of the present utility model and their descriptions are used to explain the present utility model and do not constitute an improper limitation of the present utility model. In the drawings:

[0024] Figure 1 shows a schematic structural diagram of an integrated vehicle high-voltage isolation valve according to the present utility model;

[0025] Figure 2 shows a schematic structural diagram of a drive assembly according to the present utility model;

[0026] Figure 3 shows a schematic structural diagram of a valve assembly according to the present utility model;

[0027] Figure 4 shows a schematic structural diagram of a sealing skeleton according to the present utility model;

[0028] Figure 5 shows a schematic structural diagram of a housing according to the present utility model;

[0029] Figure 6 shows a schematic diagram of a flow channel of the integrated vehicle high-voltage isolation valve when power is supplied to the drive assembly according to the present utility model;

[0030] Figure 7 shows a schematic diagram of a flow channel of the integrated vehicle high-voltage isolation valve in the state of autonomous pressure relief of the fuel tank according to the present utility model.

[0031] Among them, the above-mentioned drawings include the following reference numerals:

[0032] 10, housing; 11, upper cavity; 12, lower cavity; 13, first opening; 20, drive assembly; 21, coil protection shell; 22, winding skeleton; 23, solenoid valve coil; 24, fixed iron core; 25, disc surface; 26, O-ring; 27, guide shaft; 28, rectangular ring; 30, valve assembly; 31, armature; 32, mechanical seal valve; 321, second opening, 322, rubber seal; 33, sealing skeleton; 331, first end; 332, second end; 333, connecting section; 3331, flat position; 34, first spring; 35, limit ring; 351, installation opening; 36, second spring. Detailed implementation manners

[0033] The technical solutions in the embodiments of the present utility model will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present utility model. Obviously, the described embodiments are only a part of the embodiments of the present utility model, rather than all the embodiments. The description of at least one exemplary embodiment below is actually only illustrative and in no way limits the present utility model and its application or use. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present utility model without creative efforts belong to the scope of protection of the present utility model.

[0034] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0035] Unless otherwise specifically stated, the relative arrangements of components and steps, numerical expressions, and values set forth in these embodiments do not limit the scope of the present utility model. At the same time, it should be understood that, for the sake of convenience of description, the sizes of the various parts shown in the drawings are not drawn in actual proportional relationships. Technologies, methods, and devices known to those of ordinary skill in the relevant art may not be discussed in detail, but where appropriate, the technologies, methods, and devices should be regarded as part of the authorization specification. In all the examples shown and discussed here, any specific value should be construed as merely exemplary and not as a limitation. Therefore, other examples of the exemplary embodiments may have different values. It should be noted that like reference numerals and letters denote like items in the following drawings, so once an item is defined in one drawing, it does not need to be further discussed in subsequent drawings.

[0036] In order to solve the technical problems in the prior art that the isolation valve has a complex structure, occupies a large space, has a small cross-sectional area of the pressure relief channel, and cannot meet the pressure relief speed under different working conditions, the present utility model provides an integrated vehicle high-pressure isolation valve.

[0037] As Figures 1 to 7 shown, the present utility model provides an integrated vehicle high-pressure isolation valve. As Figure 1 shown, the integrated vehicle high-pressure isolation valve includes a housing 10, a driving assembly 20, and a valve assembly 30.

[0038] Among them, the housing 10 has an upper cavity 11 and a lower cavity 12, and the upper cavity 11 is communicated with the lower cavity 12 through a first opening 13; among them, the upper cavity 11 is in gas communication with the fuel tank through an intake pipe, and the lower cavity 12 is in gas communication with the carbon canister through an outlet pipe. Thus, the gas communication between the fuel tank and the carbon canister is realized through the housing 10. The high-pressure vapor formed in the fuel tank can enter the carbon canister through the upper cavity 11, the first opening 13, and the lower cavity 12 and be adsorbed by the carbon canister.

[0039] The driving assembly 20 is arranged in the upper cavity 11, and a first accommodating cavity is formed on one side of the driving assembly 20 close to the first opening 13; the valve assembly 30 is located in the upper cavity 11 and can perform linear reciprocating motion driven by the driving assembly 20 to open or close the first opening 13, thereby cutting off or connecting the gas communication between the fuel tank and the carbon canister.

[0040] The valve assembly 30 includes an armature 31, a mechanical seal valve 32, and a seal skeleton 33. Among them, at least a part of the armature 31 is accommodated in the first accommodating cavity and can reciprocate in the first accommodating cavity. One end of the armature 31 away from the driving assembly 20 is connected to the mechanical seal valve 32. A second accommodating cavity is formed between the armature 31 and the mechanical seal valve 32. One end of the mechanical seal valve 32 away from the armature 31 is provided with a first sealing surface for sealing the first opening 13, and the first sealing surface elastically presses against the first opening 13 to seal the first opening 13; thereby cutting off the gas communication between the fuel tank and the carbon canister by sealing the first opening 13.

[0041] One end of the mechanical seal valve 32 away from the armature 31 has a second opening 321 communicating the second accommodating cavity with the lower cavity. At least a part of the seal skeleton 33 passes through the second opening 321 and enters the second accommodating cavity. One end of the seal skeleton 33 away from the armature 31 elastically abuts against the first sealing surface, thereby sealing the second opening 321;

[0042] Among them, the seal skeleton 33 includes a first end 331, a second end 332, and a connecting section 333 connecting the first end 331 and the second end 332. The first end 331 can pass through the second opening 321 and enter the second accommodating cavity. The side surface of the second end 332 close to the first end 331 elastically abuts against the first sealing surface. At least one ventilation groove is recessed on the connecting section 333, and a pressure relief channel is formed between the ventilation groove and the second opening 321.

[0043] When the integrated vehicle high-voltage isolation valve provided by the present utility model is applied, a mechanical seal valve 32 is arranged in the upper cavity 11, and the first opening 13 is sealed by pressing the first sealing surface against the first opening 13, so as to realize the connection or disconnection between the upper cavity 11 and the lower cavity 12. By arranging a sealing skeleton 33 in the second accommodating cavity and making one end of the sealing skeleton 33 elastically abut against the first sealing surface, the second opening 321 is sealed; in the present utility model, the OVR valve (over-vacuum release valve) and the OPR valve (transition pressure release valve) are combined into a whole, the overall structure is simple and easy to assemble, under the condition that the flow cross-sectional area remains unchanged, the flow capacity becomes stronger and the pressure drop becomes smaller. At the same time, the pressure-bearing area of the OVR valve is small, the electromagnetic force requirement is smaller, and the product is more compact.

[0044] Further, the driving assembly 20 includes a coil protection shell 21, a winding skeleton 22 arranged in the coil protection shell 21, a solenoid valve coil 23 wound around the winding skeleton 22, a pin connected to the vehicle ECU, a diode respectively connecting the solenoid valve coil 23 and the pin, and a fixed iron core 24 inserted into the solenoid valve coil 23. The lower part of the winding skeleton 22 is a disc surface 25 assembled with the housing 10, and after the outer side of the disc surface 25 is assembled with the inner surface of the upper chamber of the housing 10, connection and sealing are realized through laser welding.

[0045] In order to improve the sealing effect, an O-ring 26 is further arranged on the fixed iron core 24, and the O-ring 26 can prevent the leakage of high-pressure oil vapor. As Figure 2 shown, a cover plate is further arranged above the winding skeleton 22, and a magnetic conductive plate is arranged below. The winding skeleton 22 and the disc surface 25 can be integrally formed.

[0046] Specifically, the fixed iron core 24 is arranged at the center of the driving assembly 20, and the driving assembly 20 is further provided with a guiding shaft 27, and the guiding shaft 27 is detachably connected to the fixed iron core 24. Among them, an installation hole for accommodating the guiding shaft 27 is arranged at the center of the fixed iron core 24, and a rectangular ring 28 is arranged on the guiding shaft 27, and the guiding shaft 27 and the fixed iron core 24 are detachably connected through the rectangular ring 28.

[0047] As Figure 3 shown, one end of the armature 31 away from the mechanical seal valve 32 has a through hole communicating with the second accommodating cavity, and one end of the guiding shaft 27 is slidably and sealedly connected with the through hole; such a setting method is beneficial to circumferentially position the armature 31.

[0048] Further, as Figure 1As shown, the valve assembly 30 further includes a first spring 34. One end of the first spring 34 abuts against the driving assembly 20, and the other end of the first spring 34 abuts against the mechanical seal valve 32, so as to press the first sealing surface of the mechanical seal valve 32 against the first opening 13.

[0049] Specifically, a spring support surface is formed inside the disk surface 25 of the driving assembly 20. One end of the first spring 34 abuts against the spring support surface. Preferably, the spring support surface can be arranged in a frustum shape, for example. A clamping surface is formed on the side of the mechanical seal valve 32 away from the lower cavity 12. The size of the clamping surface matches the inner diameter of the first spring 34, so that one end of the first spring 34 abuts inside the spring support surface, and the other end of the first spring 34 is clamped on the clamping interface. Such an arrangement is beneficial to improving the assembly speed of the first spring 34 and the stability during use.

[0050] For the convenience of installation, an annular stepped surface is arranged outside the side of the armature 31 away from the upper cavity 11. A buckle structure is arranged on the mechanical seal valve 32. For example, the buckle structure can be arranged in four. The buckle structure is clamped with the annular stepped surface, so as to realize the fixation between the armature 31 and the mechanical seal valve 32. When the armature 31 rises under the action of the electromagnetic force of the driving assembly 20, the upper surface of the annular stepped surface contacts the buckle and drives the mechanical seal valve 32 to rise, and the upper cavity 11 and the lower cavity 12 are communicated, so that the pressure at the fuel tank end is quickly released to the carbon canister side.

[0051] As Figure 3 、 Figure 4 As shown, the sealing skeleton 33 includes a first end 331, a second end 332, and a connecting section 333 connecting the first end 331 and the second end 332. Among them, the outer diameters of the first end 331 and the second end 332 are both larger than the outer diameter of the connecting section 333; the first end 331 can pass through the second opening 321 and enter the second accommodating cavity. The side surface of the second end 332 close to the first end 331 elastically abuts against the first sealing surface. At least one vent groove is concavely arranged on the connecting section 333. A pressure relief channel is formed between the vent groove and the second opening 321. Through the arrangement of the vent groove, the pressure in the fuel tank is transmitted to the sealing plane of the sealing skeleton 33. Preferably, the vent grooves can be arranged in two, and the two vent grooves are symmetrically arranged on the connecting section 333 at an interval of 180 degrees, which is beneficial to the uniform distribution of the pressure in the fuel tank on the sealing plane.

[0052] Specifically, the valve assembly 30 further includes a limit ring 35 and a second spring 36. The limit ring 35 is detachably connected to the sealing skeleton 33. The limit ring 35 is sleeved on the connecting section 333. One end of the second spring 36 abuts against the limit ring 35, and the other end of the second spring 36 abuts against the mechanical seal valve 32, so that the side surface of the second end 332 close to the first end 331 abuts against the second opening 321.

[0053] Wherein, the limit ring 35 is provided with an extension portion extending from the first end 331 to the second end 332. An installation opening 351 is provided on the side wall of the limit ring 35. A flat portion 3331 for installing the limit ring 35 is provided on the connecting section 333. The flat portion 3331 can pass through the installation opening 351, so that the limit ring 35 can be sleeved on the connecting section 333 at the flat portion 3331.

[0054] Specifically, a circular hole-shaped structure is provided at the center of the limit ring 35. After the installation opening 351 is completely inserted into the flat portion 3331, under the action of the second spring 36, the limit ring 35 moves upward and abuts against the lower surface of the first end 331. Since the outer diameter of the first end 331 is larger than the outer diameter of the connecting section 333, the limit ring 35 can be prevented from coming off.

[0055] In order to facilitate the installation and positioning of the second spring 36, a spring abutting portion in the shape of an inverted frustum is provided on the side of the mechanical seal valve 32 away from the lower cavity 12, so that one end of the second spring 36 can abut within the spring abutting portion, and the other end of the second spring 36 abuts within the extension portion. Such an arrangement is beneficial to the assembly and positioning of the second spring 36 and also beneficial to improving the stability of the spring.

[0056] In an embodiment of the present invention, a rubber seal 322 is detachably connected to the end of the mechanical seal valve 32 away from the armature 31, and the rubber seal 322 can abut and seal with the first opening 13.

[0057] Further, the rubber seal 322 is provided with a first sealing portion and a second sealing portion arranged in a ring shape. The inner diameter of the first sealing portion is larger than the inner diameter of the second sealing portion. Wherein, the first sealing portion abuts against the inner wall of the upper cavity 11 to seal the first opening 13, and the second sealing portion abuts against the sealing skeleton 33 to seal the second opening 321.

[0058] During the use of the integrated vehicle high-pressure isolation valve provided by the present invention, there are four working conditions: normal normally closed condition, pressure relief condition when the coil is powered on, mechanical valve pressure relief condition under high fuel tank pressure conditions, and air supplement condition under negative fuel tank pressure conditions;

[0059] Under normal operating conditions, such as Figure 1 shown, when the coil is de-energized, the mechanical seal valve 32 seals the first opening 13 under the spring force of the first spring 34, and the sealing skeleton 33 seals the second opening 321 under the spring force of the second spring 36.

[0060] Figure 6 The arrows in Figure 6 show the schematic diagram of the flow channel when the drive assembly 20 is powered on. As

[0061] Figure 7 shown, during engine operation and refueling conditions, the vehicle ECU powers on the drive assembly 20 through the connector. The armature 31 moves upward under the electromagnetic force of the drive assembly 20. Driven by the armature 31, the mechanical seal valve 32 as a whole rises, and the first sealing surface opens the first opening 13, and the upper cavity 11 and the lower cavity 12 are communicated, so that the pressure at the fuel tank end is quickly released to the carbon canister side, realizing the rapid release of the internal pressure of the fuel tank. Figure 7 The arrows in

[0062] show the schematic diagram of the flow channel in the self-pressure relief state of the fuel tank. As

[0063] shown, in the pressure relief condition, when the vehicle is parked for a long time or under high and low temperature conditions in extreme weather, the gasoline in the fuel tank continuously volatilizes under external conditions such as temperature, causing the internal pressure of the fuel tank to rise. When the pressure rises to a certain limit value, under the action of gas pressure, the sealing skeleton 33 overcomes the elastic force of the second spring 36 and opens the second opening 321 to complete the pressure relief. When the second opening 321 is opened under the fuel tank pressure condition, the first opening 13 is not opened, and the lower surface of the mechanical seal valve 32 always abuts against the first opening 13.

[0064] 1. Effectively solve the technical problems in the prior art that the isolation valve has a complex structure, occupies a large space, the cross-sectional area of the pressure relief channel is small, and it cannot meet the pressure relief speed under different working conditions;

[0065] 2. The structure is simple and the assembly is convenient, which is beneficial to reducing the processing and manufacturing cost of the product.

[0066] In the description of the present utility model, it should be understood that the orientation or positional relationship indicated by orientation words such as "front, rear, upper, lower, left, right", "lateral, vertical, perpendicular, horizontal" and "top, bottom", etc. is usually based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present utility model and simplifying the description. Without contrary description, these orientation words do not indicate and imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation on the protection scope of the present utility model; the orientation words "inside, outside" refer to the inside and outside relative to the contour of each component itself.

[0067] For the convenience of description, spatial relative terms such as "above...", "over...", "on the upper surface of...", "upper...", etc. can be used here to describe the spatial positional relationship between a device or feature shown in the drawings and other devices or features. It should be understood that the spatial relative terms are intended to include different orientations in use or operation in addition to the orientation described in the drawings for the device. For example, if the device in the drawing is inverted, the device described as "above other devices or structures" or "over other devices or structures" will then be positioned as "below other devices or structures" or "under other devices or structures". Thus, the exemplary term "above..." can include both the orientations of "above..." and "below...". The device can also be positioned in other different ways (rotated 90 degrees or in other orientations), and corresponding interpretations should be made for the spatial relative descriptions used here.

[0068] In addition, it should be noted that the use of words such as "first", "second", etc. to limit components is only for the convenience of distinguishing the corresponding components. Without additional declaration, the above words have no special meaning. Therefore, it should not be construed as a limitation on the protection scope of the present utility model.

[0069] The above are only the preferred embodiments of the present utility model and are not used to limit the present utility model. For those skilled in the art, the present utility model can have various modifications and changes. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present utility model shall be included within the protection scope of the present utility model.

Claims

1. An integrated high-pressure isolation valve for vehicles, characterized in that: include: A housing (10), the housing (10) comprising an upper cavity (11) and a lower cavity (12), the upper cavity (11) and the lower cavity (12) being connected via a first opening (13); A driving assembly (20), wherein the driving assembly (20) is disposed in the upper cavity (11), and a first accommodating cavity is formed on a side of the driving assembly (20) close to the first opening (13); A valve assembly (30), wherein the valve assembly (30) is located in the upper cavity (11) and can perform linear reciprocating motion under the drive of the drive assembly (20) to open or close the first opening (13), wherein the valve assembly (30) comprises an armature (31), a mechanical sealing valve (32) and a sealing frame (33), wherein at least a portion of the armature (31) can be accommodated in the first accommodating cavity and can reciprocate in the first accommodating cavity, an end of the armature (31) away from the drive assembly (20) is connected to the mechanical sealing valve (32), a second accommodating cavity is formed between the armature (31) and the mechanical sealing valve (32), and the mechanical sealing frame (33) is connected to the mechanical sealing valve (32). One end of the sealing valve (32) away from the armature (31) is provided with a first sealing surface for sealing the first opening (13); the first sealing surface elastically presses against the first opening (13) to seal the first opening (13); one end of the mechanical sealing valve (32) away from the armature (31) has a second opening (321) communicating between the second accommodating cavity and the lower cavity (12); at least a portion of the sealing frame (33) passes through the second opening (321) and enters the second accommodating cavity; one end of the sealing frame (33) away from the armature (31) elastically abuts against the first sealing surface, thereby sealing the second opening (321); The sealing skeleton (33) comprises a first end (331), a second end (332) and a connecting section (333) connecting the first end (331) and the second end (332); the first end (331) can pass through the second opening (321) to enter the second accommodating cavity; the side of the second end (332) close to the first end (331) is elastically abutted against the first sealing surface; at least one ventilation groove is concavely arranged on the connecting section (333); a pressure relief channel is formed between the ventilation groove and the second opening (321).

2. The integrated vehicle high-pressure isolation valve according to claim 1, characterized in that: The drive assembly (20) comprises a coil protection shell (21), a coil frame arranged in the coil protection shell (21), a solenoid valve coil (23) wound on the coil frame, a plug pin connected to an automobile ECU, a diode respectively connected to the solenoid valve coil (23) and the plug pin, and a fixed iron core (24) inserted into the solenoid valve coil (23).

3. The integrated vehicle high-pressure isolation valve according to claim 1, characterized in that: One end of the armature (31) away from the mechanical sealing valve (32) has a through hole communicating with the second accommodating chamber; the drive assembly (20) is also provided with a guide shaft (27), one end of the guide shaft (27) is slidably sealedly connected to the through hole.

4. The integrated vehicle high-pressure isolation valve according to claim 1, characterized in that: The valve assembly (30) further comprises a first spring (34), one end of the first spring (34) abuts against the drive assembly (20), and the other end of the first spring (34) abuts against the mechanical sealing valve (32), thereby pressing a first sealing surface of the mechanical sealing valve (32) against the first opening (13).

5. The integrated vehicle high-pressure isolation valve according to claim 1, characterized in that: A circular step surface is provided on the outside of the armature (31) on a side away from the upper cavity (11), and a buckle structure capable of being snap-connected with the circular step surface is provided on the mechanical sealing valve (32).

6. The integrated vehicle high-pressure isolation valve according to claim 1, characterized in that: The valve assembly (30) further comprises a limiting ring (35) and a second spring (36), wherein the limiting ring (35) is detachably connected to the sealing frame (33), the limiting ring (35) is sleeved on the connecting section (333), one end of the second spring (36) abuts against the limiting ring (35), and the other end of the second spring (36) abuts against the mechanical sealing valve (32), so that the side of the second end (332) close to the first end (331) abuts against the second opening (321).

7. The integrated vehicle high-pressure isolation valve according to claim 1, characterized in that: There are two ventilation grooves, which are symmetrically arranged on the connecting section (333) at an interval of 180 degrees.

8. The integrated vehicle high-pressure isolation valve according to claim 6, characterized in that: The limiting ring (35) is configured to have an extension portion extending from the first end (331) to the second end (332), a mounting opening (351) is provided on the side wall of the limiting ring (35), and a flat position (3331) for mounting the limiting ring (35) is provided on the connecting section (333), and the flat position (3331) can pass through the mounting opening (351) so that the limiting ring (35) can be sleeved on the connecting section (333) at the flat position (3331).

9. The integrated vehicle high-pressure isolation valve according to claim 1, characterized in that: One end of the mechanical sealing valve (32) away from the armature (31) is detachably connected to a rubber sealing member (322), and the rubber sealing member (322) can abut against and seal against the first opening (13).

10. The integrated vehicle high-pressure isolation valve according to claim 9, characterized in that: The rubber seal (322) is provided with a first sealing portion and a second sealing portion arranged in an annular shape, the inner diameter of the first sealing portion is larger than the inner diameter of the second sealing portion, wherein the first sealing portion abuts against the inner wall of the upper cavity (11) to seal the first opening (13), and the second sealing portion abuts against the sealing frame (33) to seal the second opening (321).

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