Normally closed solenoid valve for brake system
The common closed electromagnetic valve for brake systems addresses leakage and high power consumption issues by using a sealed magnetic tube and flexible spring mechanism to stabilize the dynamic iron component, ensuring consistent operation during vehicle instability.
Patent Information
- Application Number
- CN202422551936.5
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-10-22
- Publication Date
- 2025-07-15
- Estimated Expiration
- 2034-10-22
AI Technical Summary
Existing normally closed solenoid valves are prone to leakage and have high power consumption. In the anti-lock braking system of the automobile, the moving iron assembly is prone to collision with fixed iron or other components due to shaking of the vehicle body, which affects the stability of the system.
A normally closed solenoid valve including a magnet tube, a valve seat and a magnetic power component is designed. The magnetically conductive fixed iron and dynamic iron components are used to realize the opening and closing of the valve port under the magnetic force during power-on and off-energy. Combined with a flexible return spring, ensuring that the dynamic iron components remain stable during power-off and avoid collisions.
It effectively avoids leakage of solenoid valves, reduces power consumption, and maintains the stability of the solenoid valve when the body shakes, ensuring the normal operation of the car's anti-lock braking system.
Smart Images
Figure CN223100682U_ABST
Abstract
Description
Technical Field
[0001] This application relates to the technical field of solenoid valves, and particularly to a normally closed solenoid valve for a braking system. Background Art
[0002] In current hydraulic braking systems, normally closed solenoid valves are widely used. However, in the prior art, normally closed solenoid valves are prone to leakage and have a high power consumption during use, making it difficult to meet the requirements of the braking system. In addition, when the solenoid valve coil in the anti-lock braking system of an automobile is energized because the braking pressure is too high and the pressure needs to be reduced, at this time, the fixed iron and the moving iron assembly are attached together under the action of electromagnetic attraction, and the two are relatively fixed. When the anti-lock braking system of an automobile needs to maintain pressure or increase pressure and the solenoid valve coil and the magnetic assembly are de-energized, at this time, in the de-energized state, the moving iron assembly droops downward under the action of its own gravity. Since the vehicle body is extremely unstable due to the uneven road surface or curved road during actual operation of the vehicle, causing the vehicle body to shake easily. At this time, if the solenoid valve coil and the magnetic assembly are in the de-energized state, the moving iron assembly is extremely likely to collide with the fixed iron or other components due to the shaking of the vehicle body, affecting the normal operation of the anti-lock braking system of the automobile. Therefore, there is an urgent need for a normally closed solenoid valve that avoids leakage and has low power consumption. Summary of the Utility Model
[0003] In order to solve the above problems, this application provides a normally closed solenoid valve for a braking system, which can avoid leakage of the normally closed solenoid valve, reduce power consumption at the same time, and meet the requirements of the braking system. The technical solution is as follows:
[0004] This application provides a normally closed solenoid valve for a braking system, including a magnetic isolation tube, a valve seat and a magnetic power assembly. The magnetic isolation tube has a closed end and an open end; the valve seat has an open end and a valve port end, the open end is connected to the open end of the magnetic isolation tube, and a closed space is formed inside the magnetic isolation tube and the valve seat; the magnetic power assembly is located in the closed space and includes a fixed iron fixedly connected to the closed end of the magnetic isolation tube and a moving iron assembly elastically connected to one end of the fixed iron and butted against the valve port end at the other end. The moving iron assembly can move towards or away from the fixed iron under the action of magnetic force to open or close the valve port end.
[0005] For example, in the normally closed solenoid valve for a braking system provided in an embodiment, the moving iron assembly includes a moving iron and a steel ball. One end of the moving iron is elastically connected to the fixed iron, and the other end is butted against the valve port end; the steel ball is located at the end of the moving iron facing the valve port end and is welded to the moving iron, and the steel ball is butted against the valve port on the valve port end.
[0006] For example, in the normally-closed solenoid valve for a braking system provided in an embodiment, an installation groove is provided at the center of the end of the moving iron facing the fixed iron, and a return spring is provided in the installation groove. One end of the return spring is fixedly connected to the bottom of the installation groove, and the other end abuts against the fixed iron.
[0007] For example, in the normally-closed solenoid valve for a braking system provided in an embodiment, the moving iron includes an abutting section and an extending section connected to each other. The diameter of the extending section is smaller than that of the abutting section. The end of the abutting section facing away from the extending section abuts against the fixed iron, and a steel ball is provided at the end of the extending section facing away from the abutting section.
[0008] For example, in the normally-closed solenoid valve for a braking system provided in an embodiment, a coil is further included. The coil is sleeved outside the magnetic isolation tube and the valve seat. When the coil is energized, the moving iron assembly moves towards the fixed iron to open the valve port, and the brake fluid in the sealed space flows out through the valve port to perform pressure reduction; when the coil is de-energized, the moving iron assembly moves away from the fixed iron to close the valve port for pressure increase or pressure holding.
[0009] For example, in the normally-closed solenoid valve for a braking system provided in an embodiment, axially-opposed pressure equalizing grooves are provided on the outer surface of the abutting section of the moving iron.
[0010] For example, in the normally-closed solenoid valve for a braking system provided in an embodiment, a circular pit is provided on the outer side wall of the valve seat.
[0011] For example, in the normally-closed solenoid valve for a braking system provided in an embodiment, a ring filter is fixedly provided around the valve seat.
[0012] The beneficial effects brought by a normally-closed solenoid valve for a braking system provided in some embodiments of the present application are as follows: Both the fixed iron and the moving iron assembly of the present application are ferromagnetic and both have good magnetic permeability. When the coil is energized, magnetic force will be generated to attract each other, and the valve port will be opened to achieve the pressure reduction function; when the coil is de-energized, the moving iron assembly moves away from the fixed iron under the action of its own gravity and the repulsive force generated by the flexible return spring between the moving iron assembly and the fixed iron, and the valve closes to achieve the pressure increase or pressure holding function; the present application can improve the stability of the normally-open solenoid valve, avoid leakage, and at the same time reduce power consumption to meet the requirements of the braking system. Description of the Drawings
[0013] To more clearly illustrate the technical solutions in the embodiments of this specification or the prior art, the following will briefly introduce the drawings required for use in the embodiments. Obviously, the drawings in the following description are only some embodiments of this application. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.
[0014] Figure 1 Schematic diagram of the overall structure of the normally closed solenoid valve for the braking system of this application;
[0015] Figure 2 Schematic diagram of the armature structure of this application;
[0016] Figure 3 Schematic diagram of the valve seat structure of this application. Detailed implementation manners
[0017] The following will clearly and completely describe the technical solutions in the embodiments of this application with reference to the drawings in the embodiments of this application. Obviously, the described embodiments are only some embodiments of this application, rather than all embodiments. Based on the embodiments in this application, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of this application.
[0018] Unless otherwise defined, the technical terms or scientific terms used in this disclosure should have the ordinary meaning understood by those of ordinary skill in the field to which this disclosure belongs. The "first", "second" and similar terms used in this disclosure do not indicate any order, quantity or importance, but are only used to distinguish different components. The terms such as "including" or "comprising" mean that the elements or objects appearing before this term cover the elements or objects listed after this term and their equivalents, without excluding other elements or objects. The terms such as "connected" or "coupled" are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. The terms such as "upper", "lower", "left", "right" are only used to represent relative positional relationships, and when the absolute position of the object being described changes, the relative positional relationship may also change accordingly.
[0019] This application provides a normally closed solenoid valve for a braking system, as Figure 1As shown in the figure, it includes a magnetic isolation tube 100, a valve seat 200 and a magnetic power assembly 300. The magnetic isolation tube 100 has a closed end 110 and an open end 120. The valve seat 200 has an open end 210 and a valve port end 220. A valve port 221 is provided at the valve port end 220. The open end 210 is connected to the open end 120 of the magnetic isolation tube 100. A sealed space is formed inside the magnetic isolation tube 100 and the valve seat 200. The magnetic power assembly 300 is located in the sealed space and includes a fixed iron 310 fixedly connected to the closed end 110 of the magnetic isolation tube 100 and a moving iron assembly 320 with one end elastically connected to the fixed iron 310 and the other end butted against the valve port end 220. The moving iron assembly 320 can move towards or away from the fixed iron 310 under the action of magnetic force to open or close the valve port end 220.
[0020] Among them, both the fixed iron 310 and the moving iron assembly 320 are ferromagnetic and can be cold-heading parts made of pure iron materials. The moving iron assembly 320 can slide up and down in the sealed space through the fixed iron 310. When the solenoid valve is energized, a magnetic force will be generated to attract the two to each other, so that the moving iron assembly 320 moves towards the fixed iron 310, making the moving iron assembly 320 away from the valve port 221, and further opening the valve port 221.
[0021] In order to improve the electromagnetic performance and prevent the moving iron assembly 320 and the fixed iron 310 from being exposed to the external space and being corroded, in this application, a sealed space with a sealing performance is formed by the magnetic isolation tube 100 and the valve seat 200, so that the moving iron assembly 320 and the fixed iron 310 are placed in the sealed space, effectively preventing the moving iron assembly 320 and the fixed iron 310 from contacting the outside and causing corrosion, and further affecting the electromagnetic performance.
[0022] Among them, the fixed iron 310 is fixed to the closed end 110 of the magnetic isolation tube 100 by riveting.
[0023] For example, in the normally closed solenoid valve for the braking system provided in an embodiment, as Figure 1 shown, the moving iron assembly 320 includes a moving iron 321 and a steel ball 322. One end of the moving iron 321 is elastically connected to the fixed iron 310, and the other end is butted against the valve port end 220. The steel ball 332 is located at the end of the moving iron 321 facing the valve port end 220 and is welded to the moving iron 321. The steel ball 322 is butted against the valve port 221 on the valve port end 220.
[0024] In this application, by welding the steel ball 332 to the moving iron 321, the traditional way of riveting the moving iron to the steel ball in the solenoid valve is changed, thereby reducing the problem that the steel ball is easily damaged and leaked during the riveting process, improving the sealing performance and reducing the power consumption at the same time, and solving the problems that the existing normally closed solenoid valve is prone to leakage and has a high power consumption during use.
[0025] For example, in the normally closed solenoid valve for a braking system provided in an embodiment, as Figure 1-2 shown, an installation groove 3211 is provided at the center of the end of the moving iron 321 facing the fixed iron 310. A return spring 400 is provided in the installation groove 3211. One end of the return spring 400 is fixedly connected to the bottom of the installation groove 3211, and the other end abuts against the fixed iron 310.
[0026] According to the above embodiment, by providing the installation groove 3211 at the end of the moving iron 321 facing the fixed iron 310, and a flexible return spring 400 in a compressed state is provided in the installation groove 3211, the moving iron assembly 320 is elastically connected to the fixed iron 310 through the flexible return spring 400. In this way, when the anti-lock braking system of the vehicle needs to reduce the pressure due to excessive braking pressure, at this time, the solenoid valve coil in the anti-lock braking system of the vehicle is connected and energized with the magnetic assembly, and an electromagnetic attraction force is generated between the moving iron assembly 320 and the fixed iron 310. Since the fixed iron 310 is fixed in a closed space relative to the moving iron assembly 320, the moving iron assembly 320 approaches and fits the fixed iron 310 under the action of the electromagnetic attraction force, overcoming the elastic pressure of the flexible return spring 400. When the anti-lock braking system of the vehicle needs to maintain or increase the pressure, at this time, the solenoid valve coil in the anti-lock braking system of the vehicle is powered off from the magnetic assembly, and the electromagnetic attraction force generated between the moving iron assembly 320 and the fixed iron 310 disappears. On the one hand, the moving iron assembly 320 moves away from the fixed iron 310 under the action of its own gravity. On the other hand, there is always an elastic pressure of the flexible return spring 400 between the moving iron assembly 320 and the fixed iron 310. Even when the solenoid valve coil and the magnetic assembly are in a powered-off state and the vehicle body is prone to shaking, due to the existence of a repulsive force generated by the flexible return spring 400 between the moving iron assembly 320 and the fixed iron 310, the moving iron assembly 320 is always in a relatively fixed state relative to the fixed iron 310, effectively avoiding the situation that when the solenoid valve coil is in a powered-off state, the moving iron assembly 320 is easily collided with the fixed iron 310 or other components due to the shaking of the vehicle body, resulting in affecting the normal operation of the anti-lock braking system of the vehicle.
[0027] Among them, the return spring 400 is cylindrical, and the installation groove 3211 is a cylindrical blind hole adapted to the return spring 400. The moving iron assembly 320 is tightly pressed against the valve seat 100 through the return spring 400 to keep the valve in a normally closed state.
[0028] For example, in the normally closed solenoid valve for a braking system provided in an embodiment, as Figure 1-2As shown, the moving iron 321 includes an abutting section 3212 and an extending section 3213 that are connected. The diameter of the extending section 3213 is smaller than that of the abutting section 3212. The end of the abutting section 3212 facing away from the extending section 3213 abuts against the fixed iron 310, and the steel ball 322 is provided at the end of the extending section 3213 facing away from the abutting section 3212.
[0029] According to the above embodiment, by setting the moving iron 321 as the abutting section 3212 and the extending section 3213 with a decreasing diameter, the weight of the moving iron 321 can be reduced, and the consumables and costs can be lowered.
[0030] For example, in the normally closed solenoid valve for a braking system provided in an embodiment, as Figure 1 shown, it further includes a coil 500. The coil 500 is sleeved outside the magnetic isolation tube 100 and the valve seat 200. When the coil 500 is energized, the moving iron assembly 320 moves towards the fixed iron 310 to open the valve port 221, and the braking fluid in the closed space flows out through the valve port 221 to perform pressure reduction; when the coil 500 is de-energized, the moving iron assembly 320 moves away from the fixed iron 310 to close the valve port 221 for pressure increase or pressure holding.
[0031] Specifically, by energizing and de-energizing the coil 500, the moving iron assembly 320 is controlled to approach or move away from the fixed iron 310, and then the moving iron assembly 320 is opened or closed relative to the valve port 221, that is: when the coil 500 is energized and the moving iron assembly 320 approaches the fixed iron 310, the moving iron assembly 320 is separated from the valve port 221. At this time, the braking fluid in the closed space flows out through the valve port 221 to achieve the pressure reduction function; when the coil 500 is de-energized and the moving iron assembly 320 moves away from the fixed iron 310, the moving iron assembly 320 abuts against the valve port 221. At this time, the braking fluid in the closed space is blocked in the closed space to achieve the functions of pressure increase or pressure holding, so as to control the inflow or outflow of the braking fluid and achieve the technical effect of automatically adjusting the braking pressure.
[0032] Among them, the skeleton in the coil 500 is injection-molded with PBT material, the end cover and the outer shell are made of pure iron, the winding of the coil 230 is wound with 220°C enameled wire, the wire diameter is 0.25 mm, there are 540 turns, 12 layers, and the resistance value is 7.3 ± 0.2 Ω.
[0033] For example, in the normally closed solenoid valve for a braking system provided in an embodiment, as Figure 2 shown, on the outer surface of the abutting section 3212 of the moving iron 321, axially opposite pressure equalizing grooves 3214 are provided.
[0034] According to the above embodiments, by axially arranging equalizing grooves 3214 on the outer surface of the moving iron 321, the pressure impact during the entry of the brake fluid can be effectively reduced, enabling the moving iron 321 to bear symmetric pressure and reducing the risk of deviation and jamming.
[0035] For example, in the normally closed solenoid valve for a braking system provided in one embodiment, as Figure 3 shown, a circular recess 230 is provided on the outer sidewall of the valve seat 200, facilitating the positioning and machining of the small holes.
[0036] For example, in the normally closed solenoid valve for a braking system provided in one embodiment, as Figure 1 shown, a ring filter screen 240 is fixedly provided around the valve seat 200 to prevent large contaminants from entering the valve interior.
[0037] Although the embodiments of the present application have been disclosed as above, they are not limited to only the applications listed in the specification and the embodiments. It can be fully applied to various fields suitable for the present application. For those familiar with the field, additional modifications can be easily achieved. Therefore, without departing from the general concept defined by the claims and the equivalent scope, the present application is not limited to the specific details and the illustrated examples here.
Claims
1. A normally closed solenoid valve for a braking system, characterized in that, include; a magnetic isolation tube having a closed end and an open end; A valve seat having an open end and a valve port end, wherein the open end is connected to the open end of the magnetic isolation tube, and the magnetic isolation tube and the interior of the valve seat form a closed space; The magnetic power component is located in the enclosed space, and includes a fixed iron fixedly connected to the closed end of the magnetic isolation tube and a moving iron component with one end elastically connected to the fixed iron and the other end docked with the valve mouth. The moving iron component can move toward or away from the fixed iron under the action of magnetic force to open or close the valve mouth.
2. The normally closed solenoid valve for a braking system according to claim 1, characterized in that, The moving iron assembly comprises: A movable iron, one end of which is elastically connected to the fixed iron and the other end of which is butt-jointed to the valve port; The steel ball is located at the end of the moving iron facing the valve port and is welded to the moving iron. The steel ball is butted against the valve port on the valve port.
3. The normally closed solenoid valve for a braking system according to claim 2, wherein A mounting groove is arranged at the center of the end of the moving iron facing the fixed iron, and a return spring is arranged in the mounting groove. One end of the return spring is fixedly connected to the bottom of the mounting groove, and the other end abuts against the fixed iron.
4. The normally closed solenoid valve for a braking system according to claim 3, characterized in that, The moving iron includes a connected abutment section and an extension section, the diameter of the extension section is smaller than the diameter of the abutment section, the end of the abutment section away from the extension section abuts against the fixed iron, and the steel ball is provided at the end of the extension section away from the abutment section.
5. The normally closed solenoid valve for a braking system according to claim 1, characterized in that: It also includes a coil, which is sleeved on the outside of the magnetic isolation tube and the valve seat. When the coil is energized, the moving iron assembly moves toward the fixed iron to open the valve port, and the brake fluid in the enclosed space flows out through the valve port to reduce the pressure; when the coil is de-energized, the moving iron assembly moves away from the fixed iron to close the valve port to increase or maintain the pressure.
6. The normally closed solenoid valve for a braking system according to claim 4, characterized in that: The outer surface of the abutment section of the movable iron is provided with radially opposite pressure equalizing grooves along the axial direction.
7. The normally-closed solenoid valve for a braking system according to claim 1, characterized in that: A circular pit is arranged on the outer side wall of the valve seat.
8. The normally closed solenoid valve for a braking system according to claim 1, characterized in that: A ring filter is fixedly arranged on the periphery of the valve seat.